Adaptive Agent Model with Hybrid Routing Selection Strategy for Improving the Road-Network Congestion Problem

This paper proposes an adaptive agent model with a hybrid routing selection strategy for studying the road-network congestion problem. We focus on improving those severely congested links. Firstly,a multi-agent system is built,where each agent stands for a vehicle,and it makes its routing selection by considering the shortest path and the minimum congested degree of the target link simultaneously. The agent-based model captures the nonlinear feedback between vehicle routing behaviors and road-network congestion status.Secondly,a hybrid routing selection strategy is provided,which guides the vehicle routes adapting to the realtime road-network congestion status. On this basis, we execute simulation experiments and compare the simulation results of network congestion distribution,by Floyd agent with shortest path strategy and our proposed adaptive agent with hybrid strategy. The simulation results show that our proposed model has reduced the congestion degree of those seriously congested links of road-network. Finally,we execute our model on a real road map. The results finds that those seriously congested roads have some common features such as located at the road junction or near the unique road connecting two areas. And,the results also show an effectiveness of our model on reduction of those seriously congested links in this actual road network. Such a bottom-up congestion control approach with a hybrid congestion optimization perspective will have its significance for actual traffic congestion control.

G3铜陵长江公铁大桥桥塔基础设计

G3铜陵长江公铁大桥主桥为主跨988 m的斜拉-悬索协作体系桥,桥塔采用钢筋混凝土门形结构。3号桥塔基础比选了钻孔桩基础与沉井基础方案,4号桥塔基础比选了钻孔桩基础与地下连续墙基础方案,综合考虑基础受力性能、经济性、施工风险等,均推荐采用钻孔桩基础方案。3号、4号桥塔塔座高4.5 m,承台分别为厚7 m的圆形-哑铃形和矩形-哑铃形结构,基础分别采用68根和64根φ3.0 m钻孔桩,桩长分别为95 m和79 m,按摩擦桩设计。承台系梁采用ANSYS软件进行实体有限元分析,系梁横向受力主筋、竖向抗剪箍筋采用优化分区配置,满足受力要求。

高机动越野平台非线性悬挂特性控制方法

为了提升装备机动能力,基于摆动缸式油气悬挂装置,建立高压气动原理和背压可控的阻尼阀结构,实现刚度和阻尼特性的实时调节。基于单轮悬挂模型开展不同刚度控制方法的振动响应对比分析以及阻尼特性频域不动点推导,提出一种刚度有级调节控制策略和一种频域混合阻尼控制方法,通过单轮悬挂动力学模型验证所提控制方法的有效性,并构建高机动履带车辆动力学模型进行整车仿真分析。在康庄、羊八井、坨里实测路面环境下,采用刚度阻尼联合控制方法的悬挂装置相较于传统被动悬挂的越野速度提升了25%以上,验证了新提出特性控制方法对振动响应抑制的优越性,能够为悬挂装置实现弹性与阻尼双特性自适应调节提供支撑。

基于ZigBee的道路照明智能联控系统路由控制

作为一种自组网、低能耗的无线通信技术,ZigBee技术在道路照明领域得到了越来越广泛的应用。但是由于照明设备的部署特点,应用传统路由算法会造成路由树较深或者路由表过于复杂等问题。为了简化照明领域的数据路由,结合道路照明领域数据传输的特点,将无线节点类型划分为功能路由节点和普通路由节点,采用分簇的思想,以功能路由节点为簇首,将相邻的普通路由节点划分至同一簇,数据传输在簇内和簇间采用不同的数据路由算法,以优化数据路由操作,简化路由表。仿真结果表明,采用优化后的路由算法能够完成数据传输任务。

混合动力越野车辆动力传动系统匹配分析

文章分析了混合动力技术在越野车辆的应用优势,并对不同混合动力构型进行优劣性分析,根据越野车辆的实际战术需求,通过调查问卷形式,采用AHP层次分析法及加权计算法,确定了串联式混合动力构型为较优动力驱动形式。基于该混合动力构型,结合整车动力性能及纯电续驶里程的要求,提出了相应车辆动力传动系统匹配方案,并利用Cruise软件进行动力性仿真计算,验证了此方案的可行性。文章对混合动力越野车辆的动力传动系统匹配分析具有一定借鉴意义。

基于消费行为预测的前摄性电动车辆路径问题

针对海量、分散、随机到达的电商物流订单需求,提出基于需求预测的前摄性物流服务模式。结合商品属性、用户行为及其交互特征等消费行为轨迹数据预测客户潜在购买意愿,将预测订单需求前置到客户就近仓库,建立“中心仓-仓配中心-客户”两级电动汽车网络优化模型。鉴于问题的复杂性,设计两阶段混合启发式智能优化算法,第1阶段采用二边逐次修正方法获取初始解,第2阶段设计混合模拟遗传算法对初始解迭代寻优。研究结果表明:前摄性配送的一级网络运输总距离、总成本分别节约106%和101%,而二级网络总成本增加仅为9%。

不确定环境下危险货物公铁联运路径优化研究

为使得危险货物公铁联运路径优化更贴合实际,其引入随机机会约束理论,再用决策分析法、理论研究法和算例分析法等,把含有随机变量的不确定式子转换为确定等价形式,考虑集装箱限容、时间窗约束和运输风险等因素,以运输总成本最低、总时间最短和总风险最小为目标,建立不确定环境下的危险货物多式联运路径优化模型。基于随机模拟算法、神经元网络算法和遗传算法,设计一种改进的混合智能算法验证模型的可行性和有效性。参数变化分析表明:设计的混合智能算法比普通的启发式算法求解效率高;选用大载货量的集装箱对运输企业和风险管理部门均有益;运输途中人口密度或风险阈值越小,可使危险货物运输风险降低;花费较多财力来达到客户的时效要求,也可提高客户满意度;在途运输时间越长,风险值也就越高。以此为运输企业和管理部门提供基础理论知识和多样化的决策方案。

Fuzzy Hybrid Control of Vibration Attitude of Full Car via Magneto-rheological Suspensions

A magneto-rheological（MR） semi-active suspension system with the controllable damping forces has received more attention in reducing the vibration of a vehicle. However, many control strategies only discussed one or two vibration states of the vehicle based on a quarter-car model or a half vehicle model via MR suspensions. They cannot provide a satisfying whole-vehicle performance on a road test. Hence, a full car vibration model via an MR suspension system is proposed. To reduce the heave, pitch and roll motion of the vehicle body and the vertical vibration of four wheels, a fuzzy hybrid controller for vibration attitude of full car via MR suspensions is proposed. First, a skyhook-fuzzy control scheme is designed to reduce the heave, roll and pitch motion of the vehicle body. Second, a revised ground hook control strategy is adopted to decrease the vertical vibration of the wheels. Finally, a hybrid control scheme based on a fuzzy reasoning method is proposed to tune the hybrid damping parameter, which is suitable for coordination the attitude of the vehicle body and the wheels. A test and control system for the vibration attitude of full car is set up. It is implemented on a car equipped with four MR suspensions. The results on random highway and rough road indicate that the fuzzy hybrid controller can decrease the vibration accelerations of the vehicle body and the wheels to 65%-80% and 80%-90%, respectively. It reduces the automotive vibrations of heave, roll and pitch more effectively than a passive suspension and an MR suspension with a traditional hybrid control scheme so that it achieves better ride comfort and road holding concurrently. This paper proposes a new fuzzy hybrid control（FHC） method for reducing vibration attitude of full car via MR suspensions and develops a road test to evaluate the FHC.

基于路面识别的电磁混合式悬架自适应模糊控制

为改善不同路面等级上主动悬架动态性能与馈能特性适应性差的问题,设计了一种基于路面等级识别的电磁混合式悬架自适应模糊控制。采用天牛须搜索(beetle antennae search, BAS)算法优化了神经网络权值阈值,建立了BAS-BP(beetle antennae search-back propagation)路面识别模型;设计了自适应模糊PID(proportional integral derivative)控制器,针对不同路面等级设计了三种目标函数并引入了主动力反馈调整论域;仿真分析了悬架动态性能与馈能特性,并进行了台架试验。仿真结果表明,相比于模糊PID控制,自适应模糊控制的悬架系统在A级、B级路面簧载质量加速度均方根值分别降低了13.28%、13.84%,在B级、C级、D级路面轮胎动载荷均方根值分别降低了9.09%、16.07%、15.54%,并实现了42.8 W的振动能量回收。试验结果表明,与仿真分析相比,各路面等级上时域、频域的相对误差均在16%以内,验证了仿真结果的正确性和系统的实用性。

Road vehicle-induced vibration control of microelectronics facilities

A hybrid control platform is investigated in this paper to mitigate microvibrations to a group of vibration-sensitive equipment installed in a microelectronics facility subject to nearby road vehicle-induced horizontal and vertical ground motions. The hybrid control platform, on which microelectronics equipment is installed, is mounted on a building floor through a series of passive mounts and controlled by hydraulic actuators in both horizontal and vertical directions. The control platform is an elastic body with significant bending modes of vibration, and a sub-optimal control algorithm is used to manipulate the hydraulic actuators with actuator dynamics included. The finite element model and the equations of motion of the coupled platform-building system are then established in the absolute coordinate to facilitate the feedback control and performance evaluation of the platform. The horizontal and vertical ground vibrations at the base of the building induced by nearby moving road vehicles are assumed to be stationary random processes. A typical three-story microelectronics building is selected as a case study. The case study shows that the vertical vibration of the microelectronics building is higher than the horizontal. The use of a hybrid control platform can effectively reduce both horizontal and vertical microvibrations of the microelectronics equipment to the level which satisfies the stringent microscale velocity requirement specified in the Bolt Beranek & Newman (BBN) criteria.

西堠门公铁两用大桥岩锚锚碇承载特性研究

甬舟铁路西堠门公铁两用大桥主桥采用主跨1488 m斜拉-悬索协作体系桥,金塘岛侧采用岩锚锚碇。为研究该桥岩锚锚碇的承载特性,基于地质概化模型、岩体力学参数,构建岩锚锚碇结构与岩体互相作用的三维数值模型,分析预应力和主缆荷载作用下围岩变形特征与塑性区分布规律及超载作用下岩锚的破坏模式与围岩稳定安全系数。结果表明:按顺序施加预应力和主缆荷载后,岩体最大变形分别为2.75 mm、1.99 mm;施加预应力有利于减小岩锚锚碇系统的变形;在承受主缆荷载时岩锚锚碇系统工作性能良好,带动了较大范围的深层岩体参与承担主缆荷载;岩锚破坏模式是从后锚室上方破坏并向上部发展;初步判断岩锚围岩稳定安全系数为7.0;建议岩锚体上方不宜大范围削坡扰动岩体,并采取增加框架锚索、锚杆防护等加固措施。

震后多时段应急物资联合配送路径优化研究

为了解决地震灾害发生后由于应急物资转运不及时所带来的人员伤亡及财产损失等问题,提出一种考虑时段划分的混合算法。首先,依据震中方位等确定受灾点及其物资需求;其次,按照灾区内的道路损毁约束条件等确定受灾点需求的配送方式;再次,根据道路损毁及恢复情况将震后“黄金72小时”划分为多个时段、多种配送方式联合的配送方案;最后,选取“四川泸定9·5地震”为背景进行算例仿真。结果表明,相较于传统遗传算法,混合算法的总配送成本降低了9.53%,配送总时间减少了7.03%;在考虑多时段情景下整体方案配送总时间比不考虑时段情景时减少6.33%,在配送总成本上降低18.9%。震后划分时段进行联合配送的方式能够有效解决受灾区域内的应急需求问题,提高应急物资配送效率。

西堠门公铁两用大桥主桥主墩基础施工关键技术

甬舟铁路西堠门公铁两用大桥主桥为主跨1488 m的斜拉-悬索协作体系桥,公铁平层布置。5号主墩采用18根∅6.3 m超大直径钻孔桩基础,4号主墩采用双壁圆筒形嵌入式设置沉井基础(外径58 m、高37 m)。结合桥位处复杂海洋环境和主体结构特点,5号主墩基础采用导管架式深水栈桥+自浮式钢桁架钻孔平台方案施工,4号主墩基础采用板凳式栈桥+设置沉井方案施工。5号主墩超大直径钻孔桩施工时,设置深水栈桥(采用整体式导管架法建设),自浮式钢桁架钻孔平台(由钢桁架及钢锚桩组成)在船坞整体制造;浮运到桥位后,钻孔桩采用旋挖钻机分级成孔、全回转钻机全断面一次成孔,水下桩基混凝土采用双导管法灌注,解决了深水、浪涌及硬质裸岩下超大直径桩施工难题。4号主墩钢沉井结构在船坞整体制造,整体浮运到桥位后,首先通过定位系统(共设置12个混凝土重力锚)快速定位,然后对平面位置、高程和垂直度进行精确定位,解决了复杂海况下钢沉井整体浮运、精准定位及下沉着床难题。

Synthetical Efficiency-based Optimization for the Power Distribution of Power-split Hybrid Electric Vehicles

Now the optimization strategies for power distribution are researched widely, and most of them are aiming to the optimal fuel economy and the driving cycle must be preknown. Thus if the actual driving condition deviates from the scheduled driving cycle, the effect of optimal results will be declined greatly. Therefore, the instantaneous optimization strategy carried out on-line is studied in this paper. The power split path and the transmission efficiency are analyzed based on a special power-split scheme and the efficiency models of the power transmitting components are established. The synthetical efficiency optimization model is established for enhancing the transmission efficiency and the fuel economy. The identification of the synthetical efficiency as the optimization objective and the constrain group are discussed emphatically. The optimization is calculated by the adaptive simulated annealing （ASA） algorithm and realized on-line by the radial basis function （RBF）-based similar models. The optimization for power distribution of the hybrid vehicle in an actual driving condition is carried out and the road test results are presented. The test results indicate that the synthetical efficiency optimization method can enhance the transmission efficiency and the fuel economy of the power-split hybrid electric vehicle （HEV） observably. Compared to the rules-based strategy the optimization strategy is optimal and achieves the approximate global optimization solution for the power distribution. The synthetical efficiency optimization solved by ASA algorithm can give attentions to both optimization quality and calculation efficiency, thus it has good application foreground for the power distribution of power-split HEV.

斜拉-悬索协作体系桥过渡区斜拉索和吊索布置形式研究

针对斜拉-悬索协作体系桥过渡区斜拉索和吊索共用梁上锚点的传统布置时易出现端吊索疲劳、边跨主梁恒活载弯矩大等问题,提出过渡区斜拉索和吊索纵向交错的新型布置形式。以某主跨1488 m的公铁两用斜拉-悬索协作体系桥为背景,分析过渡区斜拉索和吊索采用传统布置形式与新型布置形式时主梁竖向位移、斜拉索索力、吊索索力、刚度过渡匀顺性、主梁与桥塔活载弯矩等方面的差异。结果表明:新型布置形式对结构竖向刚度的影响较小,但显著改善了斜拉索和吊索的受力状态,提高了承载效率,且解决了端吊索的疲劳问题,改善了主梁的匀顺性,减小了主梁和桥塔的活载弯矩。

G3铜陵长江公铁大桥江北侧锚碇复合型地下连续墙设计

G3铜陵长江公铁大桥主桥为主跨988 m的斜拉-悬索协作体系桥。江北侧锚碇设计时对沉井基础和地下连续墙基础进行比选,综合考虑开挖范围、工程造价、施工工期等,最终采用基底深置的地下连续墙基础,以下伏基岩弱胶结泥质砂岩作为基础持力层,基础高49.5 m,地下连续墙墙底嵌入中等胶结泥质砂岩,地下连续墙高55.5 m。为减小锚碇基础的开挖量,采用大悬臂外挑锚块结构结合CFG桩复合地基加固技术的新型复合型地下连续墙基础,地下连续墙基础直径缩小至60 m,节省了工程造价。锚碇基础施工中基坑分层开挖,同时进行内衬砌施工。采用PLAIXS 3D软件对锚碇施工阶段及运营阶段进行有限元模拟分析,基坑开挖时地下连续墙结构受力安全,锚碇基础地基承载力、地基沉降结果均满足规范要求。

G3铜陵长江公铁大桥主桥设计

G3铜陵长江公铁大桥主桥为主跨988 m的斜拉-悬索协作体系桥,公铁上、下分层布置,上层通行6车道高速公路,下层通行4线铁路。主缆平面布置,垂跨比为1/6.5,横向中心距34.7 m,纯悬吊段长331 m,标准抗拉强度2000 MPa;斜拉索与吊索交叉索共6对,交叉区斜拉索和吊索交错锚固于主梁上。主梁采用钢桁梁,桁高13.5 m,桁宽35 m。桥塔为门形钢筋混凝土结构,合肥侧、铜陵侧塔高分别为228.5、222.5 m。斜拉索采用ϕ7 mm高强平行钢丝索,呈扇形布置,标准抗拉强度2000 MPa;吊索采用ϕ7 mm高强平行钢丝索,平面布置,标准抗拉强度1770 MPa。2个桥塔墩均采用钻孔桩基础。合肥侧锚碇采用复合式地下连续墙基础,铜陵侧锚碇采用复合板桩嵌岩扩大基础。理论分析和试验研究表明大桥具有良好的静、动力性能,能够满足高速铁路行车要求。

主梁抗弯刚度对斜拉-悬索协作体系桥力学性能影响研究

为了解主梁抗弯刚度对斜拉-悬索协作体系桥力学性能的影响,以甬舟铁路西堠门公铁两用大桥为背景,采用MIDAS Civil软件建立该桥初步设计方案主桥有限元模型,分析9种主梁抗弯刚度情况下,桥梁结构的竖向位移、竖向转角、梁端伸缩量、主缆缆力、桥塔顺桥向弯矩以及端吊索的活载索力幅等力学性能的变化规律。结果表明:当主梁抗弯刚度增大为原来的10倍时,桥梁结构的竖向位移、竖向转角、梁端伸缩量、主缆缆力、塔底顺桥向弯矩以及端吊索的活载索力幅最大分别降低38.9%、50.0%、13.5%、0.4%、13.2%、56.4%,主梁抗弯刚度对斜拉-悬索协作体系桥主梁竖向转角和端吊索的活载索力幅影响很大,对主梁竖向位移、梁端伸缩量、桥塔顺桥向弯矩的影响较大,对主缆最大缆力的影响较小。

Analysis and Prospects of Innovation and Extension Mode of Agricultural Research Institutes:Hybrid Foxtail Millet Entering Ethiopia

Based on the initiative background of the Belt and Road,in order to promote the sustainability of agricultural cooperation between China and Africa,using hybrid foxtail millet as a medium,the research institutes have carried out basic research on the breeding,cultivation,and demonstration of hybrid foxtail millet in Africa in the early stage,jointed enterprises to carry out the construction of the joint research center and the construction of the industrial chain,and innovated the " scientific research units promoting agricultural " going out". The successful innovation of this mode has effectively exerted the public welfare of scientific research units and the marketability of enterprises. The organic combination of the two makes agricultural projects more healthy,sustainable and stable in African countries.

G3铜陵长江公铁大桥总体设计

G3铜陵长江公铁大桥工程全长11.877 km,包括公铁合建段、公路引桥及接线段两部分。公铁合建段通行6车道高速公路、2线普速铁路和2线预留城际铁路,公铁上、下分层布置。跨江主桥为主跨988 m的斜拉-悬索协作体系桥,主梁采用钢桁梁,桥塔采用钢筋混凝土门形塔+钻孔桩基础,南锚碇采用复合板桩嵌岩扩大基础,北锚碇采用复合式地下连续墙基础。公铁合建段引桥上层公路梁采用跨径32.7 m的混凝土连续箱梁,下层铁路梁采用相同跨度的混凝土简支箱梁。公路单建段引桥分幅布置,单幅桥面宽16.25 m,标准跨采用跨径30 m的预制混凝土连续小箱梁,部分跨线节点采用非标准跨变高现浇混凝土连续大箱梁。江北侧公路接线段设双喇叭互通立交,新建匝道收费站;江南侧公路接线段与服务区合并设置单喇叭互通立交,利用既有铜陵南收费站。