30 November 2023, Volume 36 Issue 11
    

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    Special Planning
  • Editorial Department of China Journal of Highway and Transport
    China Journal of Highway and Transport. 2023, 36(11): 1-192. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.001
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    To further enhance the strength of the field of automotive engineering and promote the development of automotive technology in China, this study systematically analyzes the academic research status, cutting-edge hot issues, latest research results, and future development prospects in the field of automotive engineering at both domestic and international levels from six aspects:automotive electrification and energy saving, intelligent and connected vehicles, vehicle dynamics and control, automotive NVH (noise, vibration, harshness) control and lightweight control, automotive electronics and electrical (E&E) and software technology, and automotive testing and evaluation technology. Automotive electrification and energy saving constitute key aspects of pure and plug-in hybrid electric vehicles, hydrogen fuel cell vehicles, extended-range electric vehicles, and energy-saving vehicles. Intelligent and connected vehicles are objectives of the research on intelligent driving environment perception technology, autonomous driving positioning technology, intelligent vehicle decision-making and planning, motion control technology, vehicle-road coordination, intelligent safety technology, Internet-of-vehicles safety technology, and intelligent cockpit and human-computer interaction technology. Vehicle dynamics and control are addressed by the research on brake-by-wire, steer-by-wire, suspension-by-wire, and chassis-by-wire cooperative-control technologies. Automotive NVH control and lightweight control involves the prediction and optimization of automotive aerodynamic noise, NVH control of pure electric vehicle systems, acoustic metamaterials and automotive structural vibration control, automotive noise active control, and automotive lightweight and collision safety technologies. Automotive E&E and software technology is addressed by the research on automotive E&E architecture, automotive software technology and OTA (over the air) upgrade, chip and system function integration, etc. Automotive testing and evaluation technology is addressed by the research on testing and evaluation technology of fuel vehicles, new energy vehicles, and intelligent and connected vehicles. This review provides a reference for further development of automotive engineering research in China, and guidance for the innovation in key technologies of the automotive industry.
  • Special Column on Key Scientific Problems and Technological Breakthroughs in Mega Tunnel Engineering Construction
  • ZHU He-hua, YU Hai-tao, HAN Fu-qiang, WEI Yi-bo, YUAN Yong
    China Journal of Highway and Transport. 2023, 36(11): 193-204. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.002
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    Historical earthquake damage reveals that tunnels crossing active faults suffer severe damage and are very difficult to repair and rebuild after the earthquake. Therefore, improving their seismic resilience is a key challenge for tunnel construction in active fault zones with strong earthquakes. This paper firstly summarizes and analyzes the lessons from earthquake damage and identifies the key aspects of seismic design of tunnels crossing active faults, including the assessment of the seismic hazard of the engineering sites, the seismic design strategies of tunnels crossing active faults, and the prevention and control measures. Secondly, based on the literature review, the paper presents the current state of the art of seismic research on tunnels crossing active faults, focusing on the seismic analysis methods, the tunnel structural failure mechanisms, and the seismic control measures. Then, the paper establishes a unified concept of seismic resilience of tunnels crossing active faults and a design framework based on the core idea of "pre-earthquake reserve, mid-earthquake stabilization, and post-earthquake restoration". The paper also proposes the objective of seismic resilience of tunnel structures, considers the strong earthquake-dislocation coupling effect of active faults, develops a zoning guideline of seismic defense for tunnels with "site zoning and structural segmentation" and a design concept of "resisting/mitigating, adapting, and inducing/avoiding/recovering". Finally, the paper discusses the key scientific and technological issues that need to be urgently addressed in the seismic research of tunnels through faults and outlines the future research directions in this field. This study aims to provide a unified concept of seismic resilience defense and design strategy for tunnel construction crossing active faults, and also to point out the focus areas for future seismic research.
  • HE Chuan, CHEN Zi-quan, ZHOU Zi-han, MA Wei-bin, WANG Bo, ZHANG Jin-long
    China Journal of Highway and Transport. 2023, 36(11): 205-217. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.003
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    With the rapid development of artificial intelligence, deep learning algorithms for nonlinear propose a new approach for solving the persistent dilemma of tunnels and underground engineering relying on empirical designs. In this study, by fusing multiple indices (mechanical and deformation control indices) with the correlation coefficient of the support system synergy degree, an evaluation standard for support systems, characterized by the degree of fit, was proposed. Using this evaluation standard, the data of 718 highway and 486 railway tunnel sections were collected to build a database for algorithm training. Eight attributes about the background information of tunnel engineering, including rock hardness degree, integrity degree, rock thickness, underground water volume, buried depth level, geological structure, construction method, and internal contour type, were considered input indicators. Eight attributes of the support system, including shotcrete+steel mesh, rock bolt, steel arch, secondary lining, and auxiliary measures, were considered output indicators. The input and output indicators were then quantified. After comparing the characteristics of the PSO-SVM, SA-PSO-SVM, and CLS-PSO-SVM in the application of the intelligent feedback model of the support system, the generated intelligent feedback model was tested. The results show that the evaluation method first eliminates the weak design scheme. The degrees of fit of the strong support and general support schemes are 4.28 and 4.68, respectively, which verifies that the method can evaluate the material utilization rate while ensuring structural safety. Among the three intelligent algorithms, the CLS-PSO-SVM algorithm, with the broadest search range, had the highest feedback accuracy but the longest time consumption, whereas the PSO-SVM algorithm had the shortest time consumption but the lowest accuracy. Finally, the accuracies of the five output labels designed using the CLS-PSO-SVM algorithm are 93.4%, 92.6%, 89.3%, 91.8%, and 94.3%. The collective accuracy of the five output indices is 81.1%.
  • CHEN Jian-xun, CHEN Li-jun, LUO Yan-bin, LIU Li-ming, WANG Chuan-wu, ZHAO Peng-yu
    China Journal of Highway and Transport. 2023, 36(11): 218-230. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.004
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    Considering the limitations of the traditional resistance strain gauge method for on-site testing the strain of feet-lock pipe, a φ50 Fiber Bragg Grating (FBG) feet-lock pipe was designed and manufactured based on FBG sensing technology. A field test of the FBG method for testing the strain of feet-lock pipe was carried out. The stress features and supporting function of the feet-lock pipe in soft rock tunnel were analyzed. Then, a mechanical analysis model of feet-lock pipe in soft rock tunnel was established, and the formula for calculating the support stiffness of feet-lock pipe on the feet of primary support was derived. The influence law and sensitivity of each parameter of feet-lock pipe on the support stiffness were quantitatively analyzed. The results of this analysis show that the strain variation law at each measuring point of the feet-lock pipe was very complicated owing to the construction disturbance and connection method of the feet-lock pipe. From the overall strain distribution of the pipe, the strain of the feet-lock pipe near the steel rib significantly exceeds those of other parts of the pipe, and the change amplitude of the strain at the end of the pipe near the steel rib obviously exceeds that near the surrounding rock. The feet-lock pipe is primarily subjected to lateral bending deformation in the upper and lower directions, and is subjected to compressive load transmitted by the tunnel feet in the axial direction. As the angle of the feet-lock pipe increases, its axial compression characteristics become increasingly significant. The axial anchoring effect of the feet-lock pipe is very small, primarily exerting lateral bending and shear resistance to constrain the settlement of the tunnel feet, and the constraint effect on the horizontal convergence deformation of tunnel feet is limited. Increasing the diameter of the feet-lock pipe is the most effective way of enhancing the vertical support stiffness of tunnel feet. When the axial support condition of feet-lock pipe is poor, increasing its angle significantly reduces the vertical support stiffness of tunnel feet. At this time, the steel rib should be closely attached to the surrounding rock. As the length of the feet-lock pipe increases, the vertical support stiffness of the tunnel feet provided exhibit rapid growth initially, followed by gradual growth. Considering the stress characteristics of the feet-lock pipe and the engineering economy, a length of 2.5 m is recommended for the φ50 feet-lock pipe.
  • ZHANG Wen-jun, YANG Yang, ZHANG Chi, ZHANG Gao-le, HE Li-chao, LYU Ji-rui
    China Journal of Highway and Transport. 2023, 36(11): 231-243. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.005
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    To improve the assembly accuracy and quality of super large diameter shield tunnel segments, the adaptive assembly and deviation correction curve calculation of the universal ring segment were studied. This study elucidates the interrelationships between the three axes of shield tunnels and the controlling factors influencing the adaptive assembly of tunnel segments. A comprehensive function that considers various controlling factors is established for the adaptive assembly of tunnel segments. In addition, the relative position between the shield machine and the tunnel design axis is classified. By considering factors such as shield tail gap control and the maximum stroke difference of the thrust jack, the minimum deviation correction curve radius is determined. A mathematical model for the corresponding shield excavation deviation correction curve is established, thereby presenting a rational design of the shield excavation deviation correction curve. Finally, using Python, a dynamic autonomous deviation correction system for shield tunnels capable of achieving multi-objective control is developed. Applying the system to a major engineering project can yield accurate, efficient, and information-based adaptive assembly of tunnel segments, the deviation of the shield excavation curve, and precise propulsion of the thrust jack throughout the process.
  • WU Meng-jun, WU Qing-liang, JIN Wen-liang, HU Xue-bing, CAO Peng
    China Journal of Highway and Transport. 2023, 36(11): 244-255. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.006
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    The steel shell immersed tunnel is prone to strength degradation, structural bearing performance degradation, and unstable failure under high temperature of fire. Therefore, carrying out basic research on the temperature field distribution of the steel shell immersed tunnel structure under high temperature is necessary. In this study, systematic research was carried out based on the national major project "Shenzhong Link Submarine Immersed Tunnel". First, a simplified analytical formula for solving the transient temperature field of steel shell-concrete structure under high temperature was derived. Second, based on local full-scale fire tests of tube structure, the contact thermal resistance of the steel shell-concrete interface at the engineering scale was fitted. The accuracy of the theoretical solution was verified by establishing a numerical model with an equivalent thin layer structure. Finally, the temperature field was calculated and analyzed. The following conclusions can be drawn from the analysis of three methods. ① Based on the fitting of theoretical analysis formulas to the fire test results, the approximate value of the contact thermal resistance of the steel shell-concrete interface is 0.01 m2·K·W-1. The density, heat capacity, and thermal conductivity of the equivalent thin layer structure are 1.29 kg·m-3, 1 005 J·(kg·K)-1, and 0.1 W·(m·K)-1, respectively, according to the fitting analysis of the numerical simulation results with the equivalent thin layer structure and the theoretical analytical solution. ② Through theoretical analysis methods, the fire temperature field was analyzed, and the analysis conclusion was basically consistent with the numerical simulation and model test results. The influence depth of fire high temperature on steel shell-concrete structure is primarily approximately 400 mm, and the temperature of the structure does not increase significantly after 400 mm. ③ Owing to the different thermal conductivities of the steel shell and concrete, as well as the interface contact thermal resistance effect between them, the temperature at the interface between the steel shell and concrete appears to suddenly decrease and increase at different stages of the fire curve. Moreover, the temperature field of the entire tube wall structure appears to be high outside and low inside during the heating, constant temperature, and early cooling stages, and low outside and high inside during the later cooling stage. The temperature field distribution law proposed in this study provides a basis for engineering design, and the determination and equivalent simulation method of interface contact thermal resistance may provide reference for similar engineering calculation and analysis.
  • DING Wen-qi, WU Yu-dong, ZHANG Xiao-dong, QIAO Ya-fei
    China Journal of Highway and Transport. 2023, 36(11): 256-265. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.007
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    Joint dislocation is a common problem in shield tunnels that severely affects the safety and durability of tunnels. However, research on the mechanical properties of the lining structures caused by dislocations is insufficient, and its mechanism still remains unclear. This study analyzed the effects of dislocations on the flexural behavior of longitudinal segmental joints using full-scale experiments and numerical simulations. First, full-scale compression bending experiments were performed on joint specimens with initial dislocations under positive and negative moments. Three-dimensional refined numerical models considering the concrete damage of joints with dislocations were established and verified. The loading process and failure characteristics of the joint were summarized by integrating the experimental and numerical results. Numerical simulations of longitudinal joints with different dislocations were then performed to analyze the effect of dislocations on the joint mechanical behavior. The results show that the loading process of the segmental joint with dislocation can be divided into five stages, and the four characteristic points between the stages are bolt stress, severe segment damage, segment top contact, and joint failure. The dislocation effect on the positive moment joint is not evident, whereas the flexural resistance of the joints under a negative moment is significantly affected by the dislocation. The ultimate negative moment bearing capacity decreases by 11.7%, the first-stage stiffness decreases by 22.8%, and both decrease linearly with an increase in dislocation. Compared to the joint without dislocations, the bolts of the dislocation joint extrude concrete from the bolt hole, causing it to collapse significantly. The segment intrados experience severe damage due to force asymmetry under a negative moment, causing leakage to occur prematurely. Therefore, the dislocation effect on the bearing capacity of the joints is important and cannot be neglected during tunnel operation stage. Consideration should also be given to potential concrete damage and secondary disasters caused by dislocation, such as local concrete crushing resulting from dislocations.
  • WANG Ya-qiong, YANG Yu-bo, GAO Qi-dong, JIANG Wei, ZHOU Hai-xiao, YANG Rui-peng
    China Journal of Highway and Transport. 2023, 36(11): 266-277. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.008
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    In contrast to traditional multi-arch tunnels, the middle wall is removed and replaced by overlapping initial arch frames, forming a new multi-arch tunnel without a middle wall. However, the safety control of the blast vibration of the overlapping zone and the excavated tunnel is important during the excavation of a multi-arch tunnel without a middle wall. For the Zhafang tunnel, the attenuation law and spectrum characteristics of the blast vibration at the sidewall of the first excavated tunnel during the excavation of the following tunnel were analyzed using blast vibration monitoring data. Using a 3D dynamic finite-element numerical simulation software (LS-DYNA), the blast vibration characteristics in the axial direction and cross-section of the first excavated tunnel were studied. In addition, the safety control effects of the grouting reinforcement and buffer layer on the triangular zone surrounding rock and second lining of the first excavated tunnel were compared and analyzed. Finally, the two combined safety measures were applied, and their control effects were evaluated. The measured data showed that during the blasting excavation of the following tunnel, the horizontal radial vibration of the sidewall of the second lining of the first excavated tunnel was the highest. The peak vibration was mainly caused by the cutting blastholes. In addition, the dominant vibration frequency was in the range of 40-65 Hz. The numerical results indicated that the distributions of the blast vibration velocities at the cross-section and axial direction of the first excavated tunnel were symmetrical. The vibration velocity near the blasting side was significantly higher than that at the back side, and the vibration velocities near the arch waist and arch shoulder of the blasting side were the largest. In contrast, the vibration velocity near the working face was higher than that in the other monitoring sections. Owing to the effect of the traveling path of the blasting seismic wave, the vibration velocity in the unexcavated direction was higher than that in the excavated direction. Moreover, the blast vibration velocity decayed faster along the excavation direction. Grouting reinforcement plays an important role in the stability and safety control of the surrounding rock in the triangular zone above the overlapping arch; it can reduce the vibration velocity and maximum principal stress by 69.2% and 57.9%, respectively. As for the buffer layer, the vibration velocities of the arch waist and shoulder were effectively reduced by 65.2% and 57.3%, respectively. The practical test results also indicate that grouting reinforcement and the laying of the buffer layer are advantageous. The combination of the two safety measures can effectively control the blast vibration, and the peak particle velocity of the secondary lining in the first excavated tunnel can be reduced by approximately 35%-50%, all of which do not exceed the safety threshold.
  • XIE Xiong-yao, ZOU Jia, ZHOU Biao, DAI Qing, HAN Jian-jun, ZENG Ying-jun
    China Journal of Highway and Transport. 2023, 36(11): 278-288. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.009
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    The pipe roof-box culvert integration tunnel structure is a novel underpass structure that solves the traffic bottleneck formed by the intersection of new urban roads and existing roads, its shear behavior is crucial to ensure the safety of the tunnel. To study the shear behavior of this structure, a full-scale shear test was conducted to verify the shear resistance and determine the failure mode. Finite element analysis models were established to analyze the effects of the filling concrete strength, steel plate strength, web plate thickness, and CT-shaped integrated joint length on the shear bearing capacity. And a theoretical calculation formula for shear bearing capacity was derived based on the test phenomena and finite element analysis results. The experimental and theoretical analysis results indicate that the void failure of the CT-shaped integrated joint leads to a significant reduction in structural rigidity, leading to structural failure; The main structural failure modes are critical diagonal crack penetration failure, mid span vertical shear crack penetration failure, and shear failure in the CT shaped integrated joint area; The shear bearing capacity increases with the increase of material strength. Compared to filling concrete, the strength improvement of steel plates has a more significant effect on the shear bearing capacity; The thickness of the web plate has the most significant impact on the shear bearing capacity, with an increase of 66.67% in web plate thickness leading to an increase of 44.54% in bearing capacity; The smaller the length of the CT-shaped integrated joint, the greater the shear bearing capacity, but the effect is relatively small. 53.33% of the joint length change can only cause 7.71% of the bearing capacity change; Based on reasonable theoretical assumptions summarized from experimental phenomena and finite element analysis results, the shear bearing capacity theoretical calculation formula derived from the force transmission mechanism of concrete diagonal compression strut and the triangular area failure around the joint takes into account the influence of web plates and CT-shaped integrated joints, and can predict the shear bearing capacity results of experiments and finite element analysis with very small errors (average error -2.30%, standard deviation 2.75%).
  • FU Jin-yang, LIANG Xiang-rong, WANG Yu, WANG Hao-yu, YANG Jun-sheng
    China Journal of Highway and Transport. 2023, 36(11): 289-301. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.010
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    With the continuous development of artificial intelligence, the rapid and nondestructive tunnel rock mass feature recognition method based on intelligent algorithms provides a new idea for the investigation of excavation face structures in the event of geological disasters of tunnels under construction and in service. Based on the three-dimensional panoramic image of the excavation face, an improved algorithm is proposed for three-dimensional simple linear iterative clustering superpixel segmentation. It groups the basic elements of the three-dimensional mesh image, the triangle, according to color, spatial coordinates, normal vector, and other indicators and obtains a three-dimensional superpixel of the excavation face. A structural surface extraction algorithm based on the angle difference is proposed, and the superpixels are screened individually to obtain joint fracture identification results for the surrounding rock of the excavation face. A multilevel clustering surrounding rock structure feature fusion algorithm based on unsupervised cluster learning is proposed. The identification results of the surrounding rock joint fractures are clustered to obtain the dominant structural quilt and large cross-mileage structural quilt of the excavation face. The proposed algorithm is verified using 21 sets of excavation face 3D panoramic image data from the Huxitai Tunnel in Zhejiang Province. The results show that the recognition results of the proposed algorithm are consistent with the two main structural plane directions in the geological exploration data. The angle deviation of the inclination error does not exceed 14.8°, and the inclination deviation does not exceed 17.8°, verifying that the proposed algorithm can accurately reflect the structural surface information of the surrounding rock of the tunnel. The proposed method provides a new method for the recognition and evaluation of three-dimensional information regarding the structural surface of a tunnel excavation face.
  • GAO Xiao-jing, LI Peng-fei, ZHANG Ming-ju, WANG Hai-feng, JIA Zi-qi, FENG Wu
    China Journal of Highway and Transport. 2023, 36(11): 302-311. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.011
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    Local failure (loss of concrete or reinforcement) will significantly affect the bearing capacity of the shield segment, and even lead to the damage of the tunnel structure. To clarify the influence of local failures on the bearing capacity, full-scale tests were carried out on the standard segment, mid-span and side opening segments respectively. Displacements and concrete strains of these segments were monitored during the loading procedure. The loading process of the segment can be divided into four stages, and each stage has a critical load that can be defined as the characteristic load. According to each characteristic load value, the bearing characteristics of the segment were compared and analyzed. The analysis results show that the bearing capacity of the opening segment is lower than that of the standard segment, and the opening position has a strong influence on the bearing characteristics. To further clarify the accuracy of test results, numerical simulations were conducted by using the elastoplastic damage constitutive behavior of concrete, and the reasonableness of the experiment results were verified by comparing with the simulation. According to the bearing characteristics of the standard segment, the influence of the opening diameter and position on the bending bearing characteristics of the partially failed segment was quantitatively analyzed. This paper preliminary proposed a calculation model of the bearing characteristics for the local failed shield segment which can provide a theoretical basis for the safety assessment and reinforcement design of shield tunnels under extreme conditions.
  • WAN Fei, LI Kai-jun, WANG Hua-lao, ZHANG Xuan
    China Journal of Highway and Transport. 2023, 36(11): 312-322. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.012
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    In order to master the mechanical characteristics of karst tunnel lining structure under heavy rainfall, the water pressure and mechanical response characteristics of karst tunnel lining structure were analyzed by field test and numerical analysis. Among them, based on lining water pressure test data about 15 months during tunnel operation, the water pressure characteristic indexes such as the total duration of water pressure rise and fall, the time of water pressure rise, the time of water pressure peak and dissipation, the water pressure distribution form and the water pressure peak after three rainfalls were analyzed emphatically. And the load-structure model of tunnel was established for 12 load conditions of three load states, such as single pressure state, multiple pressure state and expanded water pressure range state, and the axial force, bending moment and safety factor changes of tunnel lining structure were calculated and analyzed. The results show that the difference of the peak water pressure of the lining of the two test sections is about 1.83 times, and the total duration of water pressure rise and fall is 20-57 h and 4-9 h respectively, which basically conforms to the rule that the larger the peak water pressure is, the earlier the time of beginning to rise, the earlier the time of reaching the peak, and the later the time of water pressure dissipating. In the whole process of rainfall, the water pressure distribution pattern of tunnel lining shows a "three-stage" time-varying law, which are partial pressure, more uniform distribution, and partial pressure, and the peak water pressure mainly appears in the stage of more uniform distribution. Safety factor of lining structure under single pressure state is larger than under expanding water pressure range state and smaller than under multiple pressure state. Any part of the tunnel lining structure may be damaged when the water pressure of the tunnel lining is very high or high, and the main damage parts of the lining structure are the arch waist and arch foot when the water pressure is relatively high. The research results can provide reference for the design of karst tunnel lining structure, civil structure inspection and disease treatment design in heavy rainfall area.
  • OU Xue-feng, OUYANG Lin-xu, ZHANG Xue-min, ZHANG Yong-jie, TIAN Jiao
    China Journal of Highway and Transport. 2023, 36(11): 323-334. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.013
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    When a tunnel crosses a high-pressure water-rich karst stratum, it is prone to lining cracking, floor heave, and water seepage disasters. To explore the evolution mechanism of the floor heave and establish a deformations control system for high-pressure water-rich karst tunnel, in-situ measurements, laboratory tests, and numerical simulations were conducted for the causes of the origin and development of the floor heave deformations of the Dejiang Tunnel, Guizhou Province. The large concealed karst caves in the surrounding rock connect the water source of the upper underground river through a complex karst pipe network in the strata, resulting in the tunnel structure being subjected to external water pressures of as much as 2.1 MPa. The rock at the bottom of the tunnel deteriorates severely under the water-rock interaction. The compressive strength of the saturated rock is 27.7 MPa and decreases significantly with increasing immersion time. The numerical calculation results reveal that high water pressure is the main factor inducing serious floor heave of the tunnel. The softening at the bottom of the rock has a certain influence on the deformation of the tunnel bottom. However, the deformation values caused by the combined effect of high-pressure water and the softening of the rock bottom are less different from those under the effect of high water pressure alone. Based on the results, a basic idea for preventing and controlling floor heave in high-pressure and water-rich karst tunnels was developed. It focuses on limiting discharge and relieving pressure and is supplemented by active reinforcement of the tunnel bottom. The specific joint control procedure involved reserving concrete valve control rooms, enabling drainage of pipes, and grouting reinforcement of the tunnel bottom rock. Thereby realizing controllable discharge of karst water in deep cavities and eliminating water pressure at the bottom of the tunnel. In addition, grouting was used to reshape the bottom rock and improve the stress environment of the tunnel structure. The monitoring results demonstrated that with the proposed approach, the water pressure behind the tunnel lining was reduced by 97% and the tunnel structure was in a stable state. The research results \\provide a significant reference for bottom heave deformation control technology for similar karst tunnels.
  • CHEN Long, CHEN Yong-hui, LI De-sheng, CHEN Geng, MIN Fan-lu
    China Journal of Highway and Transport. 2023, 36(11): 335-344. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.014
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    Taihu Tunnel of Suzhou-Wuxi-Changzhou Southern Expressway (Taihu Tunnel) was constructed using the open excavation method, which involves solidifying the mud at the lake bottom, excavating it, and finally backfilling the tunnel roof. Through laboratory tests, the effects of the breaking process on soil strength loss, heavy metal leaching, and water stability under different cement content were studied. The results showed considerable loss of soil strength during the breaking process; the strength of different remolded solidified soils ranged from 20-70 kPa, which was 67% to 87% lower than the strength before breaking. The strength of remolded solidified soil increased with increasing secondary curing age; the earlier the breaking time, the higher the soil strength; when the total curing age was 60 days, the strength of remolded solidified soil ranged from 123-155 kPa. The maximum leaching concentrations of Hg, Pb, As, Cr, and Cu gradually decreased over time, and tended to stabilize after curing for more than 28 days. The maximum leaching concentrations of Cu and Hg remained low in both solidified and remolded solidified soil, and the leaching amounts were not significantly increased by breaking and remolding. Leaching concentrations of other metal elements increased after breaking, but they can all meet the requirements of the limit of class IV water. Adding the curing agent after breaking prevents disintegration of remolded solidified soil samples after immersion in water. Remolded solidified soil shows high water stability when the secondary curing age of remolded solidified soil exceeds seven days. The strength of the remolded solidified soil was 51.3 kPa after 28 days of primary curing and increased to 83.9 kPa after 7 days of immersion, an increase of 63.5%. According to the laboratory test results, considering the factors of strength, durability, environment, and economy, the construction scheme with cement content of 5%+2% (double cementing), curing for 28 days after in-situ solidification, and continuous curing for more than 7 days after backfilling are recommended; this scheme yielded remarkable results in the Taihu Tunnel project.
  • ZHANG Cheng-ping, SHANG Yi-fan, LI Wei, TU Shi-qin, MA Meng-shuo
    China Journal of Highway and Transport. 2023, 36(11): 345-357. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.015
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    This study aimed to effectively evaluate the face stability of special-shaped shield tunnels in saturated soils, providing solutions for estimating and controlling these structures. An analytical method and numerical simulation were utilized to examine the progression of face failure in special-shaped shield tunnels situated in saturated soils under active failure conditions. Additionally, a strategy for determining the critical face pressure of tunnel faces was proposed. By using the finite difference software, FLAC3D, numerical models were established to illustrate the active failure of a special-shaped shield tunnel face, considering the fluid-solid coupling effect. The distribution of pore pressure in the vicinity of the special-shaped shield tunnel face was identified via FISH language programming. By leveraging space discretization technology and the upper bound theorem of limit analysis, a linear interpolation program was utilized to calculate the rate of seepage force of underground water. An analytical model considering the fluid-solid coupling effect was established to observe the active failure of a special-shaped shield tunnel face in saturated soils. This model shed light on the impacts of factors, such as face shape, soil parameters, and water level, on the critical face pressure and the 3D failure mode of the tunnel face. Findings reveal that the pore pressure of saturated soils under the fluid-solid coupling effect is significantly higher than that under pure fluid flow conditions. The gradient of the pore pressure distribution near the tunnel face is much greater than in other zones. Additionally, it is determined that the critical face pressures of the rectangular and five-centered horseshoe-shaped tunnels are higher than those of the oval and three-centered horseshoe-shaped tunnels under similar conditions.
  • YU Hai-tao, LI Xin-xi, REN Hui-hui
    China Journal of Highway and Transport. 2023, 36(11): 358-366. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.016
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    Tunnels can be further damaged in the aftershocks of a strong earthquake thereby increasing the risk of structural damage or collapse before repairs can be made. This study investigated the non-linear dynamic response and incremental damage of a circular tunnel in soft soil and rocky stratum under the effect of main aftershocks. Six sets of real mainshock-aftershock sequences were selected from COSMOS Virtual Data Center. Additionally, 30 main aftershock sequences were constructed by adjusting the amplitude based on the peak acceleration of main shock and mainshock-aftershock peak ground acceleration ratio. Two-dimensional finite element models were established to analyze the nonlinear dynamic time history of tunnels in soft soil and rock. The global damage evaluation index of the structure was determined by the lining damage volume ratio, and the correlation between the mainshock-aftershock intensity ratio and incremental damage caused by aftershocks was analyzed. Both peak ground acceleration and Arias intensity were used as the mainshock and aftershock intensity parameters. The results indicate that the magnitude of incremental damage caused by the aftershocks increase with relative strength ratio of the main aftershock. The incremental damage of the tunnel in soft soil under the main-aftershock sequence is greater than that of the tunnel in rock stratum. The correlation between the Arias intensity and incremental damage of the aftershock is higher than PGA, and the Arias intensity of aftershocks can well predict the structural damage caused by the aftershocks.
  • ZENG Yan-hua, ZHAO Dong-xu, TAO Liang-liang, YANG Gui-chang, LIU Zhen-han
    China Journal of Highway and Transport. 2023, 36(11): 367-374. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.017
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    To explore the variation law of airflow stability of other branches in the ventilation system when the ventilation power of a branch in the semi-directional T-type underground interchange tunnel changes, and based on the stability characteristics of the ventilation network, the stability of a semi-directional T-type underground interchange ventilation network was analyzed through theoretical derivation and ventilation network calculation. In addition, a method for qualitative analysis of air volume change was proposed. Taking the traffic block in the e3 branch of the underground ventilation network of Jianning West Road as an example, the jet fan opening scheme that meets the requirements of the branch air volume was examined. The results show that when the ventilation power of a branch of the semi-directional T-type underground interchange network changes, the influence on the air volume of other branches conforms to the stability change law of the simple diagonal network. When the natural wind pressure is constant, the influence of the change of the virtual edge air volume on the stability of the wind network can be ignored. When the ventilation power of multiple branches in the ventilation network changes simultaneously, the influence on the air volume of a branch can be calculated via simple mathematical superposition. The stability of the semi-directional T-type underground ventilation network can be simplified into the stability problem between multiple simple corner ventilation networks in the form of a tree. The sensitivity coefficient of the e5 branch of the ramp in the semi-directional T-type underground interchange of Jianning West Road is the largest, of 3.33, and is mostly affected by the change in the ventilation power of the wind network. The dominant coefficient of the main tunnel e3 branch is 1.91, and the change in ventilation power has the greatest influence on other branches. Moreover, e1, e2, e3, and e5 open 6, 4, 9, and 2 jet fans, respectively, for optimal ventilation when a traffic block occurs in the main tunnel e3 branch.
  • YE Fei, WEN Xiao-bao, ZHANG Xing-bing, SU En-jie, LIU Jia, ZHU Wen-hao
    China Journal of Highway and Transport. 2023, 36(11): 375-385. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.018
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    The landscape belt of extra-long highway tunnels serves as a function of safety by awakening drivers and reducing their fatigue, especially for those spanning over 7 km. However, the abrupt changes in environmental brightness and decoration information in the landscape zone may cause the driver's visual discomfort. To this end, this study proposed a solution with the idea of gradual changes, which including the linear gradient change of lighting and murals, to optimize the balance of safety and comfort in the driving experience. Based on the parameter investigation about the landscape belt of 21 highway tunnels in China, the simulation model of the tunnel landscape belt was constructed to explore the feasibility of twelve optimized schemes of tunnel landscape design, including with or without gradual changes, different gradual directions, and varying gradual lengths. Driving simulation experiments were conducted to test drivers' feedback, with an eye tracker and heart rate band as sensors collecting data on heart rate change, visual distraction frequency, and pupil diameter range change rate. Results reveal that the proposed gradual change design of the tunnel landscape belt does not significantly distract the driver's attention in terms of safety. From a locational perspective, situating the gradual landscape zone in the approaching direction enhances driver comfort, as opposed to positioning it in the leaving direction. This lifting effect is in a power function relationship with the reciprocal of the gradual length in the approaching direction. In terms of length design, parametric analysis suggests that three schemes-setting the 200 m, 250 m of gradual change areas in the approaching direction, or bidirectional 150 m -can significantly reduce the uncomfortable feeling caused by visual mutation issues, without compromising safety. Moreover, it is recommended to set 200 m gradual change areas in the approaching direction for tunnel landscape belt with lengths of 300 m.
  • Bridge Engineering
  • LI Ming-hong, XIA Meng-tao, ZONG Zhou-hong, LIU Yan-chen
    China Journal of Highway and Transport. 2023, 36(11): 386-394. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.019
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    To investigate the blast resistant performance of square concrete-filled double-skin steel tube (SCFDST) columns, field blast tests were conducted on three SCFDST column specimens subjected to close-range explosions. Static axial compression tests were then carried out on the blast-damaged column specimens as well as one intact column specimen. A damage criterion based on the residual axial load-carrying capacity of blast-damaged SCFDST columns was proposed, according to which the damage degree was classified into four levels. The damage level of tested specimens under blast effect of different standoff distances and explosive weights was evaluated. The experimental results indicate that the predominant damage patterns of SCFDST columns under close-in and contact explosions are local denting or breaching concentrated in the region directly facing the explosion, with no significant global response. The blast-induced damage to tested columns lead to a reduction of 22% to 41% in column's axial load-carrying capacity. The explosive standoff distance is demonstrated to have a significant influence on the residual axial capacity of blast-damaged columns. The tested columns are all evaluated to have moderate damage and maintain good post-blast load-bearing capacities. Comparing to the reinforced concrete (RC) column under similar explosion, the SCFDST column suffered less damage and can retain higher residual axial capacity. In addition, the confinement effect on sandwich concrete from the double-skin steel tubes can effectively prevent the concrete spalling, therefore mitigating the secondary casualties and damage to surrounding facilities caused by the high-speed concrete ejections. These results demonstrate the prominent blast performance of SCFDST columns in comparison to RC columns.
  • YANG Yang, TAN Xiao-kun, WANG Huan, WANG Rui-qiong, TIAN Kun
    China Journal of Highway and Transport. 2023, 36(11): 395-406. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.020
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    Traditional methods of identifying bridge mode shapes often have limitations such as time-consuming, labor-intensive, and weak anti-noise ability. To change the weaknesses of previous identification methods, this paper proposes a new bridge mode identification method based on statistical moment theory. Theoretical and numerical experimental analyses are conducted. Two test vehicles installed with accelerometers were used to synchronously collect signals at the preset measuring points on the bridge deck at a fixed distance. After about 30 s of acquisition, the test vehicle moved to the next position to continue the test until the signal acquisition of all bridge deck measuring points was completed. Subsequently, the collected acceleration signal was used to calculate the statistical moment value of each measuring point of the entire span bridge, and finally, the fundamental mode curve of the whole span bridge was constructed by calculating the corresponding relationship between the statistical moment and fundamental mode. The equivalent relationship between the statistical moment ratio and fundamental mode value is theoretically expounded for the first time, and numerical simulations were conducted to analyze the effects of different factors. Furthermore, the distinctions between the proposed and existing mode shape identification methods were compared. Finally, the new method in this article was further proved using an actual bridge test. The results show that, compared with traditional mode-shape identification methods such as stochastic subspace identification and transmissibility, the first mode-shape error of the bridge obtained using the proposed method is smaller, the time efficiency is higher, resistance to noise is better, and no human factors such as preset parameters are involved in the identification process. It can effectively compensate for the limitations of traditional mode shape identification methods in direct measurement technology.
  • WU Ji-yi, GUO Jian, WENG Bo-wen
    China Journal of Highway and Transport. 2023, 36(11): 407-418. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.021
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    Local scouring is a potential hazard threatening the safe operation of bridges. Compared with river-wading bridges, sea-crossing bridges are susceptible to ocean currents and tidal surges, and the process of foundation scouring is complex. Numerous variables influence local scouring, and the relationship between them and local scouring is highly nonlinear. Most traditional empirical models for predicting scour depth are based on physical experiments and establish the mapping relationship between key parameters and local scour depth using the simple regression method, which has severe limitations and large prediction errors when applied to practical sea-crossing projects. In this study, a systematic analysis and research on the above problems were conducted. First, using the single factor control variable approach, the influences of critical parameters such as approach flow velocity, water depth, pier width, and sediment particle size on the calculation results of the local scouring calculation formula of the Chinese and American codes were compared and studied, and the characteristics of the parameters were analyzed. Furthermore, three dimensionless parameters (height diameter ratio, flow intensity, and Froude number) were constructed using parameter dimension reduction. Second, a non-immersion and dynamic whole-process experimental test method was proposed. This method can acquire the dynamic evolution of the terrain surrounding the pier during the scouring process. Third, 15 groups of scale physical model tests were conducted based on the actual physical parameters and hydrological conditions of the cylindrical pier of the sea-crossing bridge. Using the proposed non-immersion and dynamic whole-process experimental test method, the effects of the three non-dimensional parameters on the local scouring dynamic development of the cylindrical pier under 15 experimental condition groups were investigated. Finally, a sample database consisting of 73 groups of monitoring data and 15 groups of experimental data was established. Additionally, random forest scouring prediction models based on dimensionless and high-dimensional parameters were constructed. A comparison of the prediction results with the calculation results of the HEC-18 empirical model reveals that the random forest prediction model with dimensionless parameters has the best performance. The experimental approach and scouring depth prediction model described in this paper can serve as a reference for studying both the mechanisms and predictions of local scouring of sea-crossing bridges.
  • NIU Yan-wei, YOUNIS Bassam A, HOU Bing
    China Journal of Highway and Transport. 2023, 36(11): 419-431. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.022
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    Caissons are important platforms and prerequisites for the smooth construction of deep-water bridges. Hydrodynamic loads are key factors affecting the precise positioning, sinking, and landing of the caisson in its segmental construction. To reduce the hydrodynamic load of steel caissons under current loads, this paper proposes a restrain method for rectangular steel caissons by adding a certain length of splitter plate at the rear end. First, a two-dimensional simplified model of a steel caisson was established based on the open source analysis platform OpenFOAM using the computational fluid dynamics method. A modified k-ε model was introduced to solve the Navier-Stokes equation of the steel caisson under ultra-high Reynolds numbers. The accuracy of the proposed method was verified using square and rectangular cross-section bluff columns. Subsequently, based on the full-scale steel caisson model, the influence of splitter plate setting on the hydrodynamic drag and lateral fluctuation force of the steel caisson was analyzed, and the inhibition effect of different lengths of the splitter plate and front/back end splitter on hydrodynamic load was clarified. An optimized and feasible splitter plate setting scheme is proposed. The results show that the standard k-ε model cannot accurately capture the vortex shedding process of square and rectangular bluff bodies at high Reynolds numbers, and the hydrodynamic load would be significantly underestimated. The modified k-ε model can accurately simulate the flow characteristics of a rectangular bluff body, which is in good agreement with the experimental data, and can be used to calculate and analyze steel caissons. The rectangular steel caisson with rounded corners can effectively reduce the hydrodynamic drag and lateral swing amplitude but increase the swing frequency. Adding a central splitter plate at the rear end of the steel caisson can significantly reduce the hydrodynamic drag and lateral swing force. When the length of the splitter is within 1/10 of the longitudinal length of the steel caisson, the inhibition effect is the highest. When the length of the splitter plate is more than 0.75 times the longitudinal length of the steel caisson, the wake begins to oscillate, which results in an increase in the lateral swing force; adding a front splitter can restrain such an increase. The effect of the front splitter on the hydrodynamic action can be ignored. A field flow trace test verified that the formation of the wake vortex can be reduced and delayed using rear-end splitter plates, and the hydrodynamic drag and lift loads of a steel caisson can be effectively restrained.
  • LIU Ji-jiu, LIU Sheng-yuan, FANG Gen-shen, CHENG Yue, XU Sheng-yi, ZHAO Lin, GE Yao-jun
    China Journal of Highway and Transport. 2023, 36(11): 432-440. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.023
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    The flutter performance of long-span bridges is directly affected by the winds featured with large angles of attack (AoAs) in typhoon climates and mountainous areas. Flutter critical wind speeds and flutter derivatives of a streamlined closed-box girder under various initial AoAs were obtained by using free-vibration and forced-vibration wind tunnel tests of a sectional model. The flutter performance and evolution mechanism of the closed-box girder at large AoAs were investigated by using the two-dimensional 2DOF two-degree-of-freedom closed-form solution method (2D-2DOF) closed-form solution method). The energy contribution of the DOFs and nominal torsional center were defined to describe the flutter modality. The results show that the flutter performance of the closed-box girder is susceptible to the AoA. The flutter critical wind speed changes significantly with the initial AoA, which mechanically results from the nonlinear variation of some typical flutter derivatives with the AoA. As the initial AoA increases, the sign of A2* changes from negative to positive, and the reduced wind speed associated with the sign change becomes lower. This leads to results in the uncoupled damping term related to the torsional branch turns into becoming the aerodynamic negative damping near the flutter onset, and worsens worsening the flutter performance. Furthermore, the flutter modality turns converts from the vertical-torsional coupled flutter to the purely torsional flutter, and the shift forward phenomena of the torsional center becomes insignificant.
  • Traffic Engineering
  • ZHANG Chi, ZHAI Yi-yang, WANG Han, ZHANG Min, YUAN Hua-zhi, ZHAO Xiao
    China Journal of Highway and Transport. 2023, 36(11): 441-455. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.024
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    Amidst smart highways, the Electronic Toll Collection (ETC) system generates a large volume of real-time traffic data. To improve the ETC data quality and driving characteristic analysis, a method to analyze the driving speed characteristic of passenger and freight vehicles on highways based on ETC data is proposed, which includes three steps:data optimization, quality assessment, and driving speed characteristic analysis. Based on the summary of ETC gantry and its data characteristics, data extraction and optimization methods were discussed. Furthermore, a quantitative index system to assess ETC data quality was constructed from three aspects, namely, data scale, accuracy, and completeness. Statistical analysis methods were used to study the driving speed characteristic differences of passenger and freight vehicles on different highway sections, and latent class analysis (LCA) was conducted to categorize vehicles with similar speed characteristics. Finally, extensive ETC data was collected along a mountainous highway in western China to empirically verify the highway driving characteristics analysis method proposed in this paper. The results show that the proposed data cleansing and quality assessment method effectively addresses and evaluates the existing flaws in the ETC data, and recommendations for highway speed limit adjustments were made based on the analysis results. Owing to the longitudinal slope of the road segment, the speed distribution of passenger and freight vehicles show significant differences. Using driving speed distribution feature indicators, LCA was performed on the driving speeds of different vehicle types. For flat and downhill road sections, vehicle speeds fit a four-class model, while uphill sections are consistent with a five-class model. Recommendations were made for speed limit adjustments in each road section, based on the speed characteristics of each class, and for subdividing speed limits by vehicle types. These results contribute to enhance the application and quality of ETC data and offer theoretical and methodological support for highway operational status monitoring and dynamic speed limit setting by vehicle types. The research findings help to enhance the application value and quality of ETC data. Additionally, they provide theoretical and methodological support for conducting highway operation status monitoring and formulating dynamic speed limit strategies based on vehicle types.
  • TAO Da, HUANG Yu-yong, WU Yu-zhuo, ZHANG Qi-liang, RAN Jia-qi, ZHANG Ting-ru, QU Xing-da
    China Journal of Highway and Transport. 2023, 36(11): 456-464. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.025
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    Examining the trend of drivers' multidimensional mental workload characteristics over time is important to develop dynamic assessment methods for mental workload during long-term driving tasks. However, a lack of in-depth research exists on the dynamic changes in mental workload, and the trend of multidimensional mental workload characteristics over time has not been fully understood. In this study, a long-term driving experiment was designed based on different levels of mental workload under simulated driving scenarios. A two-factor (three task difficulty levels×six time periods) within-subjects experimental design was used. Data on drivers' subjective mental workload, driving behaviors, and multimodal physiological characteristics (i.e., measures of eye movements, electro-dermal activity, and electrocardiogram) were collected. The changing trend of each characteristic of mental workload in long driving tasks was systematically analyzed using repeated measures analysis of variance. The results show that, as driving time increases, mental workload increases. Similarly, pupil diameter decreases rapidly and then remains constant. Skin conductance level increases rapidly and then remains constant. Heart rate variability (i.e., pNN20) decreases slowly over time. The low-frequency to high-frequency component ratio (LF/HF) in heart rate variability first remains constant and then increases during the last time period. Task difficulty significantly affects mental workload, driving behaviors, eye-tracking measures, and skin conductance. The changing trends in characteristics of mental workload for different task difficulty levels vary with time. The results reveal the changing trends in mental workload during long-term driving tasks and provide implications for developing dynamic assessment methods for mental workload in these scenarios.
  • LIU Zhao-lun, YAN Mao-de, ZUO Lei, YANG Pan-pan
    China Journal of Highway and Transport. 2023, 36(11): 465-474. https://doi.org/10.19721/j.cnki.1001-7372.2023.11.026
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    To improve the driving safety of expressways, a pavement icing prediction method is proposed for solving the problem of pavement icing prediction on icing risk sections of the expressways, in which the long short-term memory (LSTM) model based on data feature correlation analyses is employed to solve the problem. First, different meteorological data, including icing thickness, relative humidity, wind direction, and wind speed, were measured using roadside equipment. After an Augment Dickey-Fuller (ADF) test of the sampled data, an LSTM-based neural network algorithm was developed to estimate the road icing states. According to the Spearman correlation coefficient technique, the correlation and confidence between the meteorological data and the road icing thickness data were calculated. Thus, an input dataset for the LSTM was chosen from the original measurements. Subsequently, the specified LSTM neural network was developed, and the model parameters were obtained by training using the optimized icing dataset. Finally, the average errors of the short-term expressway pavement icing prediction models under different feature correlations were analyzed and compared using numerical simulations. Furthermore, a field test was conducted on the KM200+918 section of the Xiyan Expressway. The results show that data with a low correlation in the sampled dataset have a negative effect on the pavement icing prediction model. It is difficult to obtain an optimal training result by directly using all sampled data. The measurement data must be effectively filtered. Using the proposed feature correlation analysis method, the prediction accuracy can be effectively improved by only using data with a high correlation. Compared with the traditional method without the feature correlation analysis method, the root mean square error(RMSE) between the predicted and actual values was reduced by 41%, which effectively improves the effectiveness and accuracy of the short-term prediction algorithm for pavement icing on sections of the expressways with icing risk.