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西南交通大学学报

西南交通大学学报

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Journal of Southwest Jiaotong University
本刊为全国核心期刊，并被《中国科学引文数据库》和《中国科技论文统计》收录为来源期刊。主要刊登理工类和经济管理等学科的基础理论研究、应用研究、实验研究、学术讨论等方面的学术论文以及科技信息报道。
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  • 被引量：2245
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  • 国内刊号/CN：51-1277/U
    国际刊号/ISSN：0258-2724
  • 发行周期：双月刊
    邮发代号：62-104
  • 主管单位：中华人民共和国教育部
    主办单位：西南交通大学
西南交通大学学报-联系信息
  • 主编：翟婉明
  • 电话：028-66367562 66366845
  • 邮箱：xbz@home.swjtu.edu.cn
  • 地址：四川省成都市高新区西部园区西南交通大学综合楼449,451室
  • 邮编：6111756
西南交通大学学报-获奖情况
  • • 中文版获2010年全国高校科技期刊精品奖
  • • 中文版获2010年四川省高校科技期刊精品奖
  • • 《西南交通大学学报》（中文版）荣获2009年全国高校科技期刊优秀编辑质量奖，学报编辑部有2人获优秀编辑工作者称号，两篇由编辑部老师发表的有关编辑学方面的论著分获优秀编辑学论著一、二等奖
  • • 获全国高校科技期刊优秀编辑出版质量奖
  • • 1999年获四川高校优秀学报、优秀期刊一等奖
  • • 1996年获铁路优秀科技期刊一等奖
  • • 1995年获全国高校学报一等奖，四川省“十佳期刊”
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西南交通大学学报 >2024年第5期
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  • 摘要：In order to make an objective and true evaluation on three-dimension surface texture of asphalt pavement,an acquisition system for surface three-dimensional texture of asphalt pavement was developed based on the digital image processing. First,the classical Lambertian diffuse model was used to obtain three red,green,blue images. Then photometric stereo method was employed to calculated the surface gradients in x and y directions with the reflection intensity of three images. Finally the Frankot-Chellappa global integration algorithm was applied to making the Fourier transformation of the gradients. Thus the heights were obtained and the surface texture was reconstructed. The results indicate that the accuracy of height value obtained by the acquisition system is 0. 000 1 mm,which meets the requirement for analysis of texture depth;the correlation coefficient between the results of this system and the traditional sand patch test is 0 . 887 5 ,which demonstrates that this acquisition system is practical.%为了客观、真实地评价沥青路表面三维构造，利用数字图像技术研制了一种沥青路表面三维构造获取系统．首先基于经典的漫反射模型---the Lambertian Model，获取3张红、蓝、绿二维图像；然后根据光度立体法，利用3张图像的反射光强度计算其x、y方向上的梯度数据；最后借助Frankot-Chellappa全局积分算法将梯度数据进行傅立叶变换，计算得到高度值，实现路表面构造的三维重建．研究结果表明，该系统获取的高度值精度达到0．0001 mm，满足分析构造深度的要求；与传统方法---铺砂法的测试结果相关系数R＝0．8875，相关性较好，证明了该系统应用的可行性．
  • 摘要：针对大跨多荷载桥梁疲劳损伤累积非线性过程中的大量不确定性，对火车、汽车与风荷载作用下的大跨悬索桥，利用连续损伤模型提出了一个疲劳可靠度评估方法。首先，在连续损伤模型基础上，对模型参数进行分析；然后，根据工程应用的需要，适当简化疲劳模型，在连续损伤模型中引入合适的随机变量，定义疲劳可靠度分析的极限状态函数，假定多种未来可能的交通荷载和荷载增长模式，利用蒙特卡洛方法产生随机变量并计算失效概率；最后以香港青马大桥为例，讨论了该桥在不同荷载状况下使用120年后的疲劳失效概率。研究发现：若保持当前的交通状态，桥梁可保持良好状况，但未来交通荷载的快速增长会导致结构提前失效。%Taking into account uncertainties in the nonlinear process of fatigue damage accumulation for fatigue reliability analysis of multi-loading long-span bridges,a fatigue reliability assessment method for a long suspension bridge under combined highway,railway,and wind loadings was proposed using a continuum damage model (CDM ). First,the CDM based on continuum damage mechanics was briefly introduced,and main model parameters were analyzed. Then,a simplified CDM was proposed for further application to bridge structures. A limit state function for fatigue reliability analysis based on CDM was defined by introducing proper random variables into the CDM. The Monte Carlo simulation (MCS)was adopted to generate the random variables and to calculate the failure probability. Finally, the Tsing Ma Bridge in Hong Kong was taken as a case study,and the failure probabilities of the bridge at the end of 120 years were estimated for different loading scenarios. The results indicate that the health condition of the bridge in fatigue is satisfactory under the current traffic conditions,but attentions should be paid to future traffic growth because it will largely accelerate the damage growth.
  • 摘要：In order to improve the accuracy of the node importance evaluation in complex networks,a novel evaluation method based on efficiency matrix was proposed through analysis of the impact of non-adjacent nodes on the node importance evaluation by using the complex network theory. This method combined both the local and global node importance comprehensively,and overcame the limitations of depending on just the adjacent nodes in the node importance evaluation. The cascading failures by removing important nodes on the ARPA network show that when the top 2 important nodes are removed,the size of the biggest subgraph based on the proposed method falls by 23. 8% compared with that based on the node importance evaluation method,which further verifies the accuracy of the proposed method.%为了提高网络节点重要度评估的准确性，应用复杂网络理论，通过分析非邻接节点对节点重要度评估产生的重要影响，提出了一种基于网络传输效率矩阵的节点重要度排序方法．该方法综合了节点的局部重要性和全局重要性，弥补了节点重要度贡献只依赖于邻接节点的不足．在ARPA网络上对连续移除重要节点的连锁故障进行了仿真．结果表明，相比于节点重要度评价矩阵法，采用本文方法在移除最重要的2个节点后网络的最大连通子图规模降低了23．8％，该结果进一步验证了本文方法的准确性．
  • 摘要：Vacuum annealing was used to prepare the Ti-O powder at different annealing temperatures. The structure and surface properties were characterized by X-ray diffraction,Zeta potential test and surface area measurement respectively. Bradford method was applied to determine the adsorption and desorption of fibrinogen on the powder,and Fourier transform infrared spectroscopy was used to analyze the change of secondary structure of adsorbed fibrinogen on the samples. Then flow cytometry was used to measure the degree of platelets activation. The results show that after 800 ℃annealing process,the crystal structure of Ti-O powder transformed from anatase to rutile with 10 times less total surface area and more negative charges,and the amount of fibrinogen adsorption was decreased to 67μg and retained its normal conformation. Less platelet was activated by the annealed Ti-O powder,which proves that it has an excellent blood-compatibility.%利用真空高温退火技术制备不同退火温度的Ti-O粉末、X线衍射仪、Zeta电位和比表面积等表征材料，采用Bradford法测纤维蛋白原在其表面的吸附解吸附行为，运用红外线光谱分析纤维蛋白原在其表面吸附后二级结构的变化，用流式细胞仪研究其对血小板的激活程度。研究表明，800℃高温退火使得Ti-O粉末由锐钛矿转化为金红石，比表面积减少10倍，携带有更多的负电荷；吸附血浆纤维蛋白原的数量减少到67μg，且维持原有的二级结构，并存在较大的解吸附；不易引起血小板的激活，具有更好的血液相容性。
  • 摘要：In order to solve the slip problem between main cable and clamp at saddles of large-span suspension bridges,the anti-slip performance of the interface between carbon fiber reinforced plastic (CFRP)cable and cable clamp was investigated. The frictional coefficient calculation formula of the interface was derived according to the equilibrium condition between the cable tension and the friction force on the interface. Based on this formula,the friction coefficient of the cable-clamp interface was obtained through laboratory model test using a cable composed of 19 CFRP tendons. Then,the test results of frictional coefficient were used to analyze the anti-slip performance of the main cable-clamp system of a CFRP cable suspension bridge with a main span of 3 500 m,where the CFRP tendons had a spirally indented surface. The results show that the friction coefficient of the CFRP main cable-cable clamp interface is up to 0. 331,which is higher than that of steel cable,and meet the requirement of engineering application. Therefore,when the CFRP tendons with a spirally indented surface are applied to the main cables of large-span suspension bridges,the cable-clamp interface is good enough to meet the requirement in anti-slip performance even if the cable clamps are designed in conventional shape and with an inner surface not granulated specially.%为解决大跨悬索桥碳纤维增强复合材料（CFRP）主缆鞍座处的抗滑移问题，研究了CFRP主缆-索夹界面的抗滑移性能，根据力的平衡原理推导了CFRP索股-索夹界面的摩擦因数计算式，结合模型试验和计算式，测试了19丝CFRP索股-索夹界面的摩擦因数．利用摩擦因数实测值对3500 m跨悬索桥CFRP主缆索夹处抗滑移性能进行了实桥应用分析．结果表明：压纹类CFRP丝主缆-索夹界面的摩擦因数超过钢主缆-索夹界面，达到0．331，可满足相应的应用要求；大跨悬索桥主缆采用压纹类CFRP丝时，索夹内表面即使未作特殊处理，按常规悬索桥索夹设计方法对其进行设计也可满足抗滑移性能的要求．
  • 摘要：为探讨波浪效应下大型圆柱所受的波浪力，以多层σ坐标变换模型为基础，模拟随时间变化的自由表面，建立了三维波浪与结构物相互作用的数学模型。对三维波浪与大型圆柱波浪力进行了数值模拟，用浸没边界法（IBM）处理不规则结构物表面。结果表明：圆柱波浪力、力矩的数值计算结果与试验结果和理论解吻合，水平波浪力和力矩随波数先增大然后减小，竖向波浪力随波数增大而减小，建立的三维数学模型能够很好地模拟结构物所受的波浪力及力矩。%To investigate the wave forces acting on a large circular cylinder under wave effects,a three-dimensional numerical model for the interaction of three-dimensional waves and a structure was established based on the multiple-layer σ-coordinate transformation model used to simulate time-dependent free surface. Wave forces acting on a large circular cylinder were simulated numerically,the immersed boundary method (IBM)was used to deal with the irregular structure surface. The results indicate that the numerical simulation result of wave forces and moment on a large circular cylinder has a good agreement with experimental results and analytical solutions. Horizontal wave force and moment increase at a low wave number and decrease at a high wave number. Vertical force decreases with the increase of wave number. The established numerical model can well simulate wave forces and moment on a structure.
  • 摘要：In order to analyze abnormal responses of 2D magnetotelluric tipper data,a tipper data forward calculation was developed using the finite element quadrilateral mesh,and a forward numerical simulation of the abnormal body,inclined faults,static effects,and terrains was made based on their theoretical models. The derivation and calculation of the apparent tipper data were improved,and the tipper and apparent tipper were compared. As an application example,the apparent tipper was calculated using the transversal electric (TE )-mode apparent resistivity and phase data during the audio-magnetotelluric (AMT )exploration of the Zhongyi tunnel on the newly built Lijiang-Shangrila railway. The results show that the tipper can reflect the abnormal lateral boundary and fault apparently,and is only affected by the static displacement and topography at mid-high frequency band above 1 Hz,where the tipper and apparent tipper data have a good correspondence. In addition,the apparent tipper data can not only locate the fracture zone of the tunnel and reflect the position,scale, and trend of main faults effectively,but also can reflect the more subtle abnormal structures.%为研究大地电磁倾子的异常响应特征，采用四边形剖分有限元实现了倾子正演计算。对异常体、倾斜断层、静态位移和地形等模型进行数值模拟，完善了视倾子资料的推导和计算，并对倾子和视倾子资料进行了对比分析。在新建铁路丽香线中义隧道音频大地电磁勘探中，利用TE模式的视电阻率和相位，计算得到了视倾子资料。研究结果表明：倾子对异常体横向边界和断层有明显反映；仅在中高频段（频率1 Hz以上）静态位移和地形对倾子有影响，倾子和视倾子资料有较好的对应性；视倾子较好地反映了隧道主要断层、破碎带的位置、规模和倾向等，同时可以反映更多细微的异常结构。
  • 摘要：The development and application of heavy haul railways in China and other countries were reviewed. Typical wheel-rail wear that occurred on heavy haul railway lines was elaborated,including the wheel flange wear,hollow wear on the wheel tread,wheel ovalization,eccentric wear of wheels, side wear at rail gauge corner,rail corrugation,wheel flats,and rail burns. Then,the wheel-rail wear of heavy haul railways was studied mainly from two aspects:the mechanical behavior of the wheel-rail interaction system;and the mechanism and development of the wheel-rail wear,influences of factors and possible counter measures. Moreover,effects of wheel-rail wear on the wheel-rail contact,the vehicle-track interaction,and the running stability and comfort of trains were discussed. Finally, research methods and technical routes were proposed to study the derailment safety problems of heavy haul trains under different worn conditions. With them,the derailment mechanism of heavy haul trains,key influential factors,and their rules under different worn conditions are expected to be worked out using numerical simulation.%介绍了国内外重载铁路发展现状和运用情况。详细论述了重载铁路在运营过程中轮轨典型的磨耗情况，主要有车轮轮缘磨耗、车轮踏面凹坑磨耗、车轮椭圆磨耗、车轮偏心磨耗、钢轨轨角侧磨、钢轨波浪形磨损以及轮轨擦伤。关于重载铁路轮轨磨损的研究主要分两个方面：轮轨的力学行为和基于轮轨行为对轮轨磨耗的机理、发展规律、主要影响因素和降磨措施。讨论了轮轨磨耗对轮轨接触载荷、车辆和轨道动力学行为、运行安全和稳定性的影响。提出了轮轨磨耗状态下重载列车脱轨安全问题的研究方法与技术路线，以期通过数值仿真计算，研究轮轨磨耗状态下重载列车脱轨机理和关键影响因素及其规律。
  • 摘要：To deal with the weak signal strength in the measurement of capacitive proximity sensors, the effects of geometric parameter design were investigated,and the sensor measurement performance was greatly improved by the geometric parameter optimization. The comprehensive evaluation standards of sensor performance were presented, including penetration depth, signal strength and noise tolerance,measurement sensitivity and dynamic range. For round capacitive proximity sensors,the effects of the surface area on sensor performance were analyzed. Four different structures including rectangular,round,interdigital and spiral-shaped sensors were designed. In the same conditions,the electric field distributions of the sensors with four structures were simulated and the measured fringe capacitance was compared. The results indicate that the geometric parameters have remarkable influence on the measured signal strength and measurement sensitivity;comparing with rectangular and round sensors,the measurement sensitivity of interdigital and spiral-shaped sesnros was increased by 66 . 8% and 33 . 5%.%针对相邻电容传感器存在的测量信号微弱的问题，研究了相邻电容传感器的几何参数设计对传感器性能的具体影响，并通过几何参数的优化大幅度提高传感器测量性能．提出包括穿透深度、信号强度与噪声抑制、测量灵敏度与动态测量范围的相邻电容传感器性能综合评价细则．针对环形相邻电容传感器进行了极板几何面积变化对传感器性能影响的研究分析；设计了矩形、环形、交叉指形和螺旋盘形4种结构的相邻电容传感器，在等参数同测量环境下，对各相邻电容传感器分别进行电场仿真和边缘电容测量值比较，确定传感器几何形状对传感器性能的具体影响．实验结果表明，相邻电容传感器几何参数对传感器测量信号强度与测量灵敏度影响明显，复杂交叉指形与螺旋盘形的电容传感器测量区域的总体测量灵敏度比单结构的环形、矩形传感器的分别提高了66．8％与33．5％。
  • 摘要：1933年8月25日四川省茂县叠溪发生7．5级强烈地震．这次地震造成了大量滑坡与崩塌，叠溪全城被毁，伤亡惨重．震后45 d地震堰塞湖溃决，造成严重的次生水灾．介绍了国内学术界对叠溪地震考证与研究的一些最新进展，包括叠溪地震及其次生水灾照片的发现、地质学家常隆庆和四川大学师生考察资料的发现、其他历史文献的发现、地球物理与地震地质方面的新研究成果以及对叠溪地震的综合研究和地震社会学研究，并对今后深入研究叠溪地震的一些问题提出了建议．%On August 25,1933,an M7. 5 earthquake occurred in Diexi of Maoxian County,Sichuan Province,China. The strong earthquake caused a lot of landslides and collapses. The Diexi town was destroyed completely,and casualties were heavy. After 45 days,the barrier lake made by the earthquake burst to cause serious secondary flood. Recent advances of research on the earthquake were shown,including discovery of photographs about the earthquake and its secondary flood,discovery of the related investigation literatures carried out by geologist Chang Longqing and teachers and students of Sichuan University,discovery of other historical document about this earthquake,recent research production in seismogeology and geophysics,general works about the Diexi earthquake and works of seismosociology. Suggestions about further research on the Diexi earthquake were proposed.
  • 摘要：Loukouni桥是刚果（布）1号公路Ⅱ期工程中的一座采用缆索吊装的上承式钢箱拱桥，为保证其施工过程的安全性，用零弯矩法、零位移法和定长扣索法，分别获得了施工过程中扣索索力和拱肋预抬值，并利用通用有限元软件ANSYS的生死单元功能对施工过程进行了仿真分析。计算结果表明：定长扣索法和零位移法确定的施工方案均能满足拱肋线形、施工截面应力和变形控制的要求，定长扣索法更优，可以作为该桥施工首选的设计方案；试算零位移法是确定施工扣索索力的一种简便有效的方法。%Loukouni bridge is a deck type arch bridge with box section and is a part of the second stage of the first national road project of the Republic of Congo. This bridge will be constructed with cable erecting equipment. To make sure its construction safety,three methods,including the zero moment method,the zero displacement method and the invariable cable method,were used to calculate the cable force of fastening cable and the pre-camber of main arch during the construction. Live and dead elements provided by the general FE (finite element)software ANSYS were utilized to simulate the construction of the bridge. The research result shows that both the zero displacement method and the invariable cable method can meet the construction demand in terms of the shape of the arch,the stress of arch section and the deformation of the arch. In the two methods,the invariable cable method is better and should be the first choice applied to the Loukouni bridge. The trial zero displacement method is a simple and effective way to obtain the cable force.
  • 摘要：为了研究大跨斜拉桥结构参数不确定情形的动力特性，建立了鄂东长江大桥的平面有限元模型．考虑桥塔截面抗弯刚度的随机性，利用递推随机有限元法，分析了大跨斜拉桥频率和振型的均值和均方差．在此基础上，研究了桥塔截面抗弯刚度随机性对大跨斜拉桥动力特性的影响．研究结果表明，当桥塔截面抗弯刚度变异系数达到0．3时，桥塔截面抗弯刚度的不确定性对鄂东长江大桥平面内第18、19、29、34、37和43阶频率和振型有较大影响．%In order to investigate the dynamic characteristics of large span cable-stayed bridges with uncertain structural parameters,the plane FEM model of Edong Yangtze River bridge was established. In view of the randomness of sectional bending stiffness of the towers,the mean and standard deviation of the natural frequencies and vibration modes of the cable-stayed bridge were analyzed using recursive stochastic finite element method. Based on the calculated random dynamic parameters of this bridge, the effects of randomness of the towers' sectional bending stiffness on dynamic characteristics of large span cable-stayed bridge were discussed. The results show that when the variation coefficient of bending stiffness reaches 0. 3,the randomness of the bending stiffness has great influence on the 18th, 19th,29th,34th,37th,and 43th order in-plane natural frequencies and vibration modes of Edong Yangtze River bridge.
  • 摘要：Based on the Navier-Storkes equations of viscous compressible fluid and the k-ε two-equation turbulent model,side forces and rolling moments acting on a train were calculated by means of the finite volume method. The effects of shelter wind wall on transverse aerodynamic forces acting on trains were investigated numerically,and the optimal height and distance of shelter wind wall were obtained,including 275 cases of straight railway and curved railway with different radii under different wall heights and wall distances. The research results show that the optimal height and distance of shelter wind walls on a straight railway line are about 1 . 90 and 3 . 90 m respectively when train speed is 200 to 400 km/h and transverse wind speed 20 to 40 m/s. When a train runs on a curved railway line with a radius of 1 000 to 7 000 m,the optimal height decreases linearly with the increase of the radius, while the optimal distance is about 4. 50 m with little relation to the radius. Wind speed and train speed have a few effects on the optimal wall height and distance. If wall height is too low or wall distance is too small,the direction of side forces and rolling moments acting on the head and rear cars are different.%为探讨挡风墙对列车横向气动性能的影响，基于可压缩粘性流体Navier-Stokes方程和k-ε两方程湍流模型，采用有限体积法，计算了列车在直线和不同半径曲线线路上运行时，不同挡风墙高度和距离的275种工况下列车侧向力和侧翻力矩，获得了最佳挡风墙高度和距离．研究结果表明：在列车速度为200～400 km/h，风速为20～40 m/s的条件下，列车在直线线路上运行的最佳挡风墙高度和距离分别约为1．90和3．90 m；当弯道半径为1000～7000 m时，曲线线路最佳挡风墙高度随弯道半径增大线性减小，最佳挡风墙距离与弯道半径关系不大，约4．50 m；风速和列车速度对挡风墙的最佳高度和最优距离影响很小；如果挡风墙高度过低或距离过近，头车和尾车所受侧向力和侧翻力矩方向不同．
  • 摘要：The peak pressure estimation methods of field measurement-based wind loads on low-rise buildings were investigated for the design of wind resistance on low-rise buildings. Based on pressure data measured on the roof of the test building during monsoon climate at the wind engineering field measurement base constructed on seashore beside Pudong International Airport of Shanghai by the State Key Laboratory of Disaster Reduction in Civil Engineering of Tongji University,including a full-scale low-rise building with adjustable roof pitches and two anemometer towers respectively with a height of 10 and 40 m,the distribution characteristics of wind pressures were analyzed,and the validity of the peak value estimation method to use the extreme pressure of short time interval samples to estimate that of long time interval samples from field measurement data was discussed. The research result shows that as for the flow separation region,the probability distributions of wind pressure coefficient have non-Gaussian features and a good agreement with the Gamma and lognormal distributions. When the time-history curve of wind pressures on the roof are divided into several sub-sections and the relationships of typeⅠEVD (extreme value distribution )parameters between parent section and sub-sections are used to estimate peak pressures,the estimated peak pressures are more accurate than observed extreme values,and the optimal length of a sub-section can be determined by the auto-correlation analysis of the parent section. For the full-scale data the extreme value distribution has a good conformity with typeⅠEVD when sub-section data are divided by the optimal length,and the peak pressure estimation method based on typeⅠEVD for short time interval samples has reliable results.%探讨了低矮房屋实测风压的极值计算方法，以便为建筑抗风设计提供重要依据。基于同济大学土木工程防灾国家重点实验室在上海浦东国际机场附近海岸边建造的风工程实测基地（包括一栋坡角连续可调的低矮试验房和高分别为10和40 m的测风塔）的现场实测数据，分析了良态气候条件下低矮房屋表面风压的分布特性，并探讨了由短时距样本估计长时距下极值的计算方法对实测风压极值估计的可靠性。研究表明：屋面来流分离区实测风压表现出明显的非高斯性，其概率分布与Gamma分布和对数正态分布符合较好；将屋盖风压时程划分成若干子段时，利用极值Ⅰ型分布参数转换关系计算风压极值，估计极值比观察极值法的结果更准确，且最佳观察时距可由自相关分析确定；以该最佳观察时距划分单个子段风压样本，实测观察极值基本服从极值Ⅰ型分布，估计极值能较准确地给出实测时程极值，表明基于极值I型的短时距极值估计方法合理、有效。
  • 摘要：针对施工期隧道型钢钢架喷混凝土支护，建立了以位移为基础的安全性评价方法。介绍了根据喷混凝土徐变试验得到的修正的GL2000徐变模型，给出了徐变引起的支护轴向伸缩变形和曲率改变的计算公式。导出了基于测量位移并考虑徐变影响的支护内力的计算公式，给出了支护结构截面失效的功能函数。最后，对武广铁路某隧道工程进行了实例分析。计算结果表明：评价结果能够正确反映隧道的实际安全状态，可靠指标的数值与我国现行规范的规定一致；徐变使喷层产生松弛，可靠指标增大，但其增大幅度比素喷混凝土和格栅钢架喷混凝土时小。%A displacement-based method was proposed to evaluate the safety of steel reinforced shotcrete support for tunnels under construction. Based on shotcrete creep experiment,a GL2000 model was modified and employed to describe the creep of shotcrete. Formulas to calculate the axial deformation and curvature change of the support were obtained. Formulas to compute the internal forces of the support with creep considered were given,and performance functions to a cross-section of the support were put forward. At last,a case study was done for a tunnel on the Wuhan-Guangzhou railway line. The case research result shows that results based on the proposed method are consistent with in-situ situations. Calculated reliability indices fall into the interval required by the related Chinese codes. Creep causes the shotcrete to relax to result in large reliability indices,but the increase of the indices is smaller than those for plain shotcrete and lattice girder reinforced shotcrete supports.
  • 摘要：In order to maintain vehicle directional stability during the emergency braking,a control method of controlling the brake wheel cylinder pressure difference between the front wheels was put forward. The control process of the anti-lock braking system (ABS)is divided into first control and conventional control. In the first control,the rotational speed difference between front wheels is used to identify the road condition provided that the front wheels are not locking. According to the identification result,the conventional control adopts the method of synchronous pressurization for the front wheels and independent control for the rear wheels on single cohesion coefficient roads,and adopts modified low selector control for front wheels and independent control for the rear wheels on split cohesion coefficient roads. In addition,according to the test methods and procedure specified by the national standards,braking tests were carried out on four typical roads in a test field. The steering correction angle of the vehicle during the tests was less than 30° within 2 s,much less than the 120° in national standards,which shows the effectiveness of the control method.%为了保持汽车紧急制动时的方向稳定性，提出了控制前轮制动轮缸压力差的控制方法。将防抱死制动系统的控制过程分为首次控制和常规控制，首次控制在保证车轮不抱死的情况下，利用前轴两侧轮速差辨识路面；常规控制根据辨识结果，在单一附着系数路面下采用前轮增压同步控制，后轮独立控制，在分离附着系数路面下采用前轮修正低选控制，后轮独立控制。根据国家标准规定试验方法和流程，在试车场进行了4种典型路面上的制动试验，试验过程中车辆的方向盘修正角在2 s内均小于30°，远小于国家标准规定的120°，表明了控制方法的有效性。
  • 摘要：By analyzing the object entity and the three dimensional relations of virtual high-speed railway scene,a combinational modeling method based on entity-relationship conceptual model was proposed. The conceptual model of virtual high-speed railway scene was designed,which includes three levels,namely entity level,relation level and scene level. Then some key technologies such as modeling flowchart,mapping and combination of primitive models were discussed in detail. Finally a prototype system was implemented for modeling experiment on a case study region. The experimental results show that 110 km line scene modeling can be finished within 2 min. The proposed method can efficiently clarify various relations between scene object entities. It supports fast organization and the modeling of virtual high-speed railway scene.%通过对虚拟高速铁路场景对象实体、三维关系进行详细分析，提出了基于实体-关系概念模型的虚拟高速铁路场景组合建模方法，设计了分层（实体层、关系层、场景层）描述的虚拟高速铁路概念场景模型，给出了模型基元分类建模方法，并详细讨论了虚拟高速铁路概念场景的构建流程和基元模型映射组合机制等关键技术。在此基础上，构建了原型系统，并选择案例区域开展了试验。案例区试验结果表明，110 km线路场景建模可在2 min内完成，本文的方法能够有效地理清各场景对象实体和实体之间的关系，可支持虚拟高速铁路场景的快速组织与建模。
  • 摘要：In order to study the effects on traffic assignment of travelers' route choice behaviors under random perturbations,the mean-excess travel time (METT)was assumed to describe travelers' route choice criteria. According to the theory of marginal cost pricing,the calculation formula for marginal cost pricing was derived under stochastic supply and demand. Then,a traffic assignment system equilibrium model was built and formulated as an equivalent variational inequality,and a self-adaptive projection and contraction method was used to solve the model. The results of numerical experiments show that when the ratio of origin-destination (OD ) demand coefficient was 1 . 0 and the ratio of degradation of link capacity was 0 . 5 ,the marginal cost toll of route 1 ,compared with those by use of mean travel time and travel time budget to choose paths,was increased by 11. 27% and 3. 58%, respectively . When the reliability of travel time was 0 . 9 ,the marginal cost toll of route 1 were found to be 20 . 22%and 4 . 30%higher than those using the mean travel time and travel time budget as a basis for route choice,respectively.%为研究随机事件扰动下出行者的择路行为对交通分配的影响，同时考虑供需条件的随机变化，以期望-超额出行时间为出行者择路依据，利用边际成本收费原理，推导了边际成本收费值计算公式，建立用等价变分不等式表示的系统最优交通分配模型，并利用自适应投影收缩算法进行求解．算例表明：当OD需求系数为1．0、路段能力退化系数为0．5时，路径1边际成本收费值分别比使用期望出行时间和出行时间预算为择路依据时增加了11．27％和3．58％；当出行时间可靠度为0．9时，路径1边际成本收费值分别比使用期望出行时间和出行时间预算作为择路依据时增加了20．22％和4．30％．
  • 摘要：In order to estimate the ultimate load of pile foundation by the strength reduction method, based on the Zeeman machine of cusp catastrophe,the bearing capacity functional of pile foundation and the theory of direct shear test the catastrophes critical condition of bearing capacity of pile foundation was advanced,and the relation between incremental displacement gradient and geotechnical material shear strength was established. And a method based on cusp-catastrophic curve was put forward to estimate the ultimate load of pile foundation. The analysis of examples shows that the cusp-catastrophic curve is almost vertical to the axis of strength reduction factor after the cusp point. A micro increment of strength reduction factor will result in the quick increase of incremental displacement gradient,indicating that the plastic deformation of geotechnical materials occurs. So the strength reduction factor corresponding to the cusp point may be determined as the strength reduction factor under ultimate load condition. The ultimate loads estimated by a cusp-catastrophic curve and a reduction factor-settlement curve are almost the same,but the physical meaning and cusp point of the former are still clearer.%为采用强度折减法判定桩基础的极限荷载，根据突变理论Zeeman机构、桩基础承载力泛函数和直剪试验原理，建立了桩基础承载力突变的临界条件和位移增量梯度与岩土材料剪应力的关系，进而提出利用尖点突变曲线判定桩基础极限荷载。算例分析结果表明：尖点突变曲线拐点出现后，曲线近似垂直于强度折减系数坐标轴，强度折减系数的微小增量将引起位移增量梯度陡增，说明岩土材料已发生塑性变形，拐点对应的强度折减系数即为极限荷载条件下的强度折减系数；由尖点突变曲线和折减系数位移曲线得到的桩基础极限荷载基本相同，但尖点突变曲线的拐点更明显，物理意义更清晰。
  • 摘要：为探讨列车轴重和运行速度对土质路基动力特性的影响，用ANSYS与FLAC3D软件对有砟轨道-路基系统进行了三维动力数值模拟，在模拟过程中，利用滞后阻尼实现了土体在循环动荷载下的非线性特性。用该方法对达成线循环加载试验段的路基进行建模计算，所得路基动应力与现场实测数据有很好的一致性。在荷载振动频率与客车运行速度的转换过程中，取相邻车厢两个转向架的间距为相邻两个动应力波峰之间的距离，在此基础上，探讨了客车运行速度对土质路基动力性质的影响。研究表明：列车轴重和运行速度对路基表面动应力影响较大，随着轴重的增加和速度的提高，路基表面动应力呈马鞍形分布的趋势愈加明显；动应力沿路基深度的衰减规律受车速的影响很小，不同车速下的动应力在基床表层内都衰减了42％～46％，再经过基床底层的扩散，衰减值达79％～82％。%To discuss the effect of train axle load and speed on the dynamic characteristics of soil subgrade,a 3D dynamic simulation of the ballast track-subgrade system was made using ANSYS and FLAC3D. In the calculation process,the hysteretic damping was used to simulate the nonlinear characteristics of soil under cyclic dynamic loading. The proposed method was then used to calculate the dynamic stress of subgrade in the field cyclic loading test of the Dazhou-Chendu railway,and the simulation results showed a good agreement with the field measurements. In the conversion between the load vibration frequency and the passenger train speed,the distance between the peaks of the adjacent dynamic stress was simplified as the two bogie spacing of adjacent compartments. On this basis,the effect of passenger train speed on the dynamic property of soil subgrade was investigated. The results indicate that train axle load and speed has a large impact on the dynamic stress of subgrade surface. With an increase in axle load and speed,the saddle-shaped distribution of dynamic stress of subgrade surface is more obvious. However,train speed has little effect on the attenuation law of dynamic stress along the subgrade depth. The dynamic stress is attenuated by 42% 46% in the subgrade surface layer,and the attenuation value can reach 79% 82% after the diffusion of subgrade bottom layer at different speeds.
  • 摘要：为解决二极管箝位型多电平变换器直流侧电容电压不平衡的问题，设计了一种带二级辅助电感的平衡控制电路，通过简单控制可以平衡多电平变换器直流侧所有电容的电压。在分析电路结构和控制原理的基础上，从能量转换的角度出发，给出了辅助电感参数选择的范围。以五电平变换器为研究对象，建立了Matlab/Simulink仿真模型，搭建了实验样机，对比分析了本文平衡电路与传统一级平衡控制电路的电容电压平衡特性。实验结果表明，当二级辅助电路工作时，所有直流侧电容电压在20 ms内达到平衡，电容电压的纹波小于3％。%In order to solve the imbalance of DC bus capacitor voltages in the diode-clamped multilevel converter,a balancing circuit with two-layer auxiliary inductors was designed. With this circuit,the voltages of all the DC-side capacitors in the multilevel converter can be balanced by a simple control. On the basis of analysis of the circuit structure and control principle,the ranges of inductor parameters were analyzed from the viewpoint of energy conversion. Taking a five-level converter as an example,a Matlab/Simulink simulation model and an experimental prototype were built,and the balance characteristics of DC bus capacitor voltages were compared between the proposed two-layer auxiliary circuit and the traditional one-layer circuit. Experimental results verify that the proposed two-layer circuit could effectively balance all the DC bus capacitor voltages within 20 ms,and the capacitor voltage ripple was less than 3%.
  • 摘要：为获取我国铁路客车无障碍设计的相关依据，从分析乘客的需求出发，先后建立了行动不便旅客乘坐铁路客车的需求模型、车厢的无障碍流线模型和无障碍区域的基本布局模型，对比得出了最优的理论布局方案；通过真人实验和虚拟人仿真研究，明确了轮椅回转空间、通行宽度、轮椅使用者手的可及范围等关键尺寸；最后整理提出了我国铁路客车无障碍信息符号及其放置位置．研究结果表明：我国铁路客车应设有优先座位、专用无障碍车厢和通用齐全的无障碍信息符号；宜将轮椅席位和无障碍厕所集中设置于无障碍车厢侧门入口处的两侧；优先座位数应不低于每列车总席位的5％；列车8节及以下数量编组时应设置1个轮椅席位，8节以上编组时应设置2个轮椅席位；无障碍流线上的转弯处应预留轮椅转弯空间，直径应不小于1500 mm；通行的最小宽度应不小于950 mm；操控设备宜安装于离地板面高389～1354 mm范围；操作台面深度宜小于423 mm．%To find out the solution for barrier-free design of passenger trains in China,three models were proposed by analyzing the passengers special needs,including the demand model of passenger with reduced mobility,the accessible passageway model of coach,and the basic layout model of wheelchair accessible zone. Then,the theoretically optimal layout was obtained by comparing the all schemes. By both human tests and virtual simulations,some key dimensions were determined for barrier-free design of passenger trains,such as wheelchair turning space,passage width,and the controllable range of wheelchair users' hands. Further, the accessibility information symbols in passenger trains were introduced and some suggestions were provided for their places. The results show that trains should be equipped with priority seats,accessible coach and accessibility information symbols. Wheelchair accessible seat and individual washroom for wheelchair users should be arranged on both sides of the coach entrances. The number of the priority seats is no less than 5% of the seats. When the number of the coaches is no more than 8 ,one wheelchair accessible seat is required. But when the number of the coaches is more than 8,two wheelchair accessible seats are required. The diameter of wheelchair turning area is no less than Φ1 500 mm,and there should be one at the every corner of the accessible passageway. The passage width for passengers with reduced mobility is no less than 950 mm. All of the controllers should be installed on the wall with 389-1 354 mm far away from the floor. The depth of the table surface should be less than 423 mm.
  • 摘要：针对DF模式的OFDM中继链路，将能效最大化资源分配问题转化为在用户最小速率需求和系统总发射功率受约束条的件下，子载波配对和功率分配的联合优化问题，提出一种低复杂度联合最优资源分配策略，并证明速率和功率约束条件下中继链路全局能效最优解的唯一性．仿真结果表明，与固定子载波配对策略相比，当中继节点位于源和目的节点连线中点位置，Rmin ＝1．5 Mbit/s时，排序子载波配对策略的链路可达速率和系统能效分别提高了2．3％和3．1％；与传统的等功率分配、速率最大化和功率最小化注水算法相比，本文方案能够在保证用户最小速率需求和系统功率约束的同时，自适应分配资源以实现系统能效最优．%The resource allocation problem in OFDM-based DF-Relayed link was formulated as a joint optimization of subcarrier pairing and power allocation while maximizing energy efficiency (EE )with both the minimum rate and the total transmission power constraints. It is proved that the optimal energy-efficient solution under the minimum rate and maximum transmit power constraints for the OFDM-based DF-Relayed link is globally unique. Subsequently,a resource allocation scheme with low complexity was proposed. Simulation results show that compared with the fixed subcarrier pairing strategy,the data rate and EE of the proposed scheme with the subcarriers pairing strategy are respectively increased by 2 . 3% and 3 . 1% when the relay node is located at the midpoint position between the source and destination nodes,and Rmin=1. 5 Mbit/s. Compared with the traditional equal power allocation scheme,rate maximization and waterfilling power minimization schemes,the proposed scheme achieves the optimal EE while guaranteeing minimum rate requirements and maximum total transmission power constraints.
  • 摘要：为评价新型瓣膜的开闭状态及疲劳特性，采用TH-2200型人工心瓣疲劳寿命测试仪对聚甲醛瓣叶的双叶心脏瓣膜和ON-X心脏瓣膜进行疲劳实验，并利用高速摄像机对瓣膜的开启与关闭情况进行跟踪，考察瓣膜的瞬时运动状态。实验结果发现，在体外加速疲劳实验中，新型双叶心脏瓣膜与ON-X心脏瓣膜在相同频率下具有相近的开启关闭周期，在瓣叶开启至极限位置时都有抖动产生，该瓣膜经3×108次疲劳测试后，瓣环无明显磨损，瓣叶转动灵活，心瓣正常工作。%In order to evaluate the opening and closing states and fatigue properties of a new type of polyoxymethylene heart valve,accelerated fatigue tests were performed on the polyoxymethylene heart valve and an ON-X heart valve using the heart valve prostheses fatigue tester (TH-2200 ). The opening and the closing positions of the leaflets were tracked using the high speed camera, and the instantaneous motion states of valves were investigated. The results show that the new heart valve had a similar opening-closing cycle at the same frequency with the ON-X heart valve in in vitro accelerated fatigue experiments,and the leaflets of both the valves would generate jitters when they opened to the limit position. After 3 × 108 cycles of fatigue tests,no obvious wear was found on the valve ring,the valve leaflets rotated flexibly,and the heart valve was working properly.
  • 摘要：为研究路堤荷载下刚柔长短桩复合地基的承载特性，结合某桥头过渡段带帽薄壁管桩（pre-stressed thin-wall concrete，PTC）联合水泥土搅拌桩（cement deep mixed，CDM）的软基处理工程，开展了PTC-CDM组合式长短桩复合地基承载特性现场试验，对路堤填筑过程中桩土应力比、荷载分担比以及桩土沉降差的变化规律进行了分析，并进一步采用有限元对刚柔长短桩复合地基的路堤荷载传递规律进行了数值模拟．试验与计算结果表明：CDM桩顶与桩间土应力增长缓慢，PTC桩帽上应力增长相对较快；填土达到一定高度土拱完全形成后，大量的路堤荷载转移至刚性长桩；刚性长桩和柔性短桩的桩土应力比分别达到7．5和2．1；短桩的存在减少了长桩桩顶荷载和上部桩身出现负摩阻力的深度，中性点位置上移；短桩达到一定桩长时再增加其长度，对路基总沉降影响不明显，因此，短桩桩长可根据承载力要求的临界桩长来设计．%In order to study the bearing characteristics of the composite foundation with rigid-flexible and long-short piles under embankment loading,a field test of a foundation improved by the capped pre-stressed thin-wall concrete (PTC ) piles and soil cement deep mixed (CDM ) columns was conducted in a bridgehead transition section. The variation laws of pile-soil stress ratio,load sharing ratio and pile-soil differential settlement were analyzed. Furthermore,the embankment load transfer characteristics of long-short-pile composite foundation were numerically simulated. The test and simulation results indicate that soil pressure between piles and stress on the top of CDM pile increase slowly with the increase of embankment load,while the pressure on the top of PTC pile cap increases faster. Due to the effect of soil arching caused by differential settlements between the piles and the soil,a large part of embankment load is shifted to the rigid-long piles. And the maximum values of stress ratio between rigid-long pile as well as flexible-short pile and soil are 7. 5 and 2. 1,respectively. The location of the neutral point of rigid-long pile shaft gradually ascends up during the embankment filling and soil consolidation due to the existence of short piles,and the pile-top pressure and pile shaft friction resistance of rigid-long pile decrease. The change of short pile length makes no difference to embankment settlement when it becomes larger than a certain value. Therefore,the length of short pile can be designed to be the critical value that satisfies the requirement of ground bearing capacity.
  • 摘要：为分析应急机场快速修建工程的合理道面结构形式，采用人工加载和道面电液伺服疲劳试验机加载2种方式，对由压实土基、稳定土基层（底基层）和功能性面层组成的典型道面结构疲劳变形特性进行了模型试验。研究了土质道面结构的累积塑性变形、回弹弯沉和弯沉盆曲线随飞机荷载、施加荷载频率和荷载作用次数的变化情况及其平面分布规律。试验结果表明：累积塑性变形随加载频率增大而增大，累积塑性变形与加载次数呈对数关系；弯沉盆曲线形状类似“S”型曲线，可采用四次曲线方程进行拟合；道面结构的早期整体回弹模量增长较快，7～60 d龄期内整体回弹模量可达200～500 MPa，在数万次通行次数下，土质道面的回弹弯沉小于1 mm，表明提出的土质道面结构形式能够满足应急机场强时效性的要求。%To investigate the reasonable pavement structure for rapid construction of emergency airfield,fatigue deformation characteristics of soil airfield pavement were researched respectively by manual loading method and electro-hydraulic servo fatigue testing machine. Through a full-scale model test,the variations of cumulative plastic deformation,rebound deflection and deflection basin curve with load,loading frequency and loading times were discussed. The test results show that cumulative plastic deformation increases with loading frequency,and there exists a logarithmic relationship between it and loading times,the deflection basin curve has approximately an S-style curve and can be fitted well by a quartic polynomial equation. The carrying capacity of pavement structure increases fast at an early stage,holistic elastic modulus runs up to from 200 to 500 MPa in 7 to 60 d,the rebound deflections are less than 1 mm under ten thousands traffic times. The fatigue deformation characteristics of the recommended airfield pavement structure composed of compacted subsoil,cement stabilized soil base (or subbase)and functional surface course,can meet the requirements of emergency airfield.
  • 摘要：To investigate the influence mechanism of axial force fluctuation on the seismic behaviors of steel box columns,the seismic behaviors of steel box columns under 5 patterns of eccentrically fluctuant axial force were numerically analyzed by finite element simulation. The influence rules of axial force fluctuation on their load-displacement hysteresis loops,skeleton curves,displacement ductility coefficients and energy dissipation capacities were discussed. The research results show that the loading frequency of a fluctuant axial force has an significant effect on the seismic behavior of a steel box column-when the loading frequency increases,the seismic behavior deteriorates rapidly. A large amplitude of the fluctuant axial force results in the severe degeneration of load-bearing capacity of a steel box column. When the width-to-thickness ratio of plates in steel box columns is small,the effects of axial force fluctuation on the seismic behavior become conspicuous. As a result,the adverse effects of axial force fluctuation on the seismic behaviors of the columns should be sufficiently considered when the seismic measures of steel box columns in a large span spatial structure are established.%为探讨轴力变化对箱形钢柱抗震性能的影响机理，采用有限元法，对5种柱顶偏心变轴力加载模式下箱形钢柱的抗震性能进行了数值分析，探讨了轴力变化对箱形钢柱的荷载-位移滞回曲线、骨架曲线、位移延性系数以及耗能能力的影响规律。研究结果表明：柱顶变轴力加载频率对箱形钢柱抗震性能的影响较大，轴力变化频率越大，构件的抗震性能越差；柱顶轴力的变化幅值越大，箱形钢柱的承载力退化越严重；箱形钢柱的壁板宽厚比越小，轴力变化对构件抗震性能的影响越大。因此制定大跨度空间结构中箱形钢柱的抗震措施时，应充分考虑轴力变化对箱形钢柱抗震性能的影响。
  • 摘要：为解决脉冲序列（pulse train，PT）控制开关DC-DC变换器稳态输出电压纹波较大的问题，通过研究较大输出电压纹波的产生机理，提出了一种变脉冲宽度脉冲序列（variable width pulse train，VWPT）控制方法。该方法基于电感电流断续导电模式（discontinuous conduction mode，DCM）Buck变换器，根据负载功率的变化，采用数字控制方式动态调节高、低功率脉冲占空比，得到两个能量差异较小的驱动脉冲，实现对变换器的控制，以获得明显优于PT控制的输出电压纹波特性。实验结果表明，相比于PT控制，VWPT控制可以有效降低变换器的稳态输出电压纹波50％左右。%In order to solve the problem that DC-DC converter switch has a large steady-state output voltage ripple in pulse train (PT)control,a variable width pulse train (VWPT)control method was proposed after analysis of the generating mechanism of large output voltage ripples. The VWPT control method is based on a buck converter operated in discontinuous conduction mode (DCM). According to the load power change,the duty ratios of high and low power pulses can be regulated dynamically by digital control,and then the converter can be controlled by two drive pulses with small energy discrepancy. Thus,the characteristics of output voltage ripple in VWPT control are obviously better than in PT control. The experimental results show that the steady-state output voltage ripple in VWPT control can be reduced about 50% compared with that in PT control.
  • 摘要：In order to determine the dependence direction of correlated failures in the reliability calculation of mechanical structural systems,a reliability variable determination model was established under a linear regression background according to properties of the linear dependent coefficient. Using the Copula regression function,the model was expanded to determine directions of correlated failures in the general asymmetrical structures. To verify its validity,the expanded model was applied to a locomotive axle to determine the correlated failure direction of wear failure and deformation failure of the axle. The calculated Skewness coefficients of wear loss and deformation were 2. 362 × 10 -6 and 9. 665 × 10 -33 respectively. The results indicate that the wear failure was the dominant mechanism, which is consistent with the actual failure form of the axle. This verifies the effectiveness of the model.%为判定机械结构系统可靠性工程中相关性失效的相依方向，在线性回归背景下，根据线性相关系数的特性，建立了可靠性变量判定模型．应用Copula回归函数，将该模型扩展到对一般非对称型相关结构可靠性的相关性失效方向判定，并应用于判定机车设备转轴的磨损失效和变形失效相关性失效方向，得到其磨损量偏度系数、变形量偏度系数分别为2．362×10-6和9．665×10-33．研究结果表明，磨损失效占有主导地位，与实际转轴的主要失效形式一致，验证了该模型的有效性．
  • 摘要：To provide design basis for alignment parameters of different types of highways,the lateral accelerations,speeds,and trajectory curvature radii of passenger cars and buses on 12 highways having different design speed and topography were collected in field survey. The level of driving comfort on each test roads was estimated according to vehicle lateral acceleration. The characteristic percentile value of lateral acceleration on three road types,i. e. ,six-lane road,four-lane road and double-lane road,were presented. For passenger cars and buses on the three kinds of roads,regression models between lateral acceleration and trajectory radii,and between lateral acceleration and speed were established,including the average value model,the extremum value model,and the 85th percentile value model. The results show the following findings:(1 )driving comfort becomes poor as lane numbers decreases. For two-lane highways with a design speed of less than 30km/h,the uncomfortable travel on partial section is unbearable. (2 )The inflection point on cumulative probability curve of lateral acceleration appears at the 90-92th percentile,and the maximum value on two-lane highways exceeds 8 m/s2 . (3 ) The distribution of lateral acceleration tends to assemble as the trajectory curvature decreases or the lane number increases,and lateral acceleration distribution of buses is more centralized than the ones of passenger cars. (4 ) The extremum value model between lateral acceleration and trajectory radii and the 85 th percentile value model between lateral acceleration and speed can provide design control for the maximum/minimum value of road geometry elements,and the average value models can control the general value of road geometry elements.%为提供不同类型公路几何线形参数的计算依据，在12条不同地形环境、不同等级的公路上采集了小客车和大客车的横向加速度、行驶速度和轨迹曲率半径数据，评估了试验公路的行驶舒适性，给出了六车道、四车道、双车道3类公路的横向加速度特征分位值，针对不同公路类型和车型，建立了横向加速度-曲率半径和横向加速度-速度的均值模型、极限值模型和85分位值模型。研究结果表明：（1）车道数越少，行驶舒适性越差，设计速度低于30 km/h的双车道公路部分路段的行驶舒适性极差；（2）横向加速度累计频率曲线的拐点在第90～92分位，双车道公路的横向加速度最大值大于8 m/s2；（3）行驶轨迹越缓和、车道数越多，横向加速度分布越集中，且大客车的横向加速度分布要比小客车集中；（4）第85分位值模型可用于公路几何参数的最大值与最小值控制，均值模型可用于几何参数的一般值控制。

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