高速公路信息系统工程实施概要（下）

就我国高速公路信息系统工程的监控、收费和通信三大系统分别说明信息系统工程对高速公路运营管理不可或缺的技术支撑作用。以某一条封闭式高速公路为例，具体阐述在监控分中心管理下信息采集与信息提供方法，针对过路收费制式介绍其停车收费和不停车收费及实际货币付费和“磁卡”付费的方式，以及对高速公路专业通信系统的网路组织、传输与交换设备的选择和网管都作了一定报道。     

Reduction of equivalent continuous A-weighted sound pressure levels by porous elastic road surfaces

A porous elastic road surface (PERS) is superior to drainage asphalt pavement for reducing highway traffic noise. In earlier research and development, for example using a test track, the difference in sound power level (Lw) of cars has been regarded as the noise reduction effect since it was not possible to measure the change in equivalent continuous A-weighted sound pressure level (Leq) for a series of vehicles on such a limited length of surface. As the result of a comparatively major test construction on a highway, have measured the noise reduction effect of PERS as the difference in Leq. First, we measured the motor vehicle Lw and Leq on each section. However, we found that the neighbouring paved sections also influenced Leq. Next, we calculated Leq according to a highway traffic noise model, using the values of Lw measured in the different paved sections. Since the calculated Leq corresponded approximately with the measured Leq, we could verify the validity of the measured Lw. We again calculated Leq, assuming that each pavement is infinitely long. We assumed the improvement of noise reduction effect of PERS was indicated through the calculated Leq. Consequently, we have found that the noise reduction effect of drainage asphalt pavement was 5-6 dB, whereas that of PERS was 7-9 dB.     

Criticism of generally accepted fundamentals and methodologies of traffic and transportation theory: A brief review

It is explained why the set of the fundamental empirical features of traffic breakdown (a transition from free flow to congested traffic) should be the empirical basis for any traffic and transportation theory that can be reliably used for control and optimization in traffic networks. It is shown that the generally accepted fundamentals and methodologies of the traffic and transportation theory are not consistent with the set of the fundamental empirical features of traffic breakdown at a highway bottleneck. To these fundamentals and methodologies of the traffic and transportation theory belong (i) Lighthill–Whitham–Richards (LWR) theory, (ii) the General Motors (GM) model class (for example, Herman, Gazis et al. GM model, Gipps’s model, Payne’s model, Newell’s optimal velocity (OV) model, Wiedemann’s model, Bando et al. OV model, Treiber’s IDM, Krauß’s model), (iii) the understanding of highway capacity as a particular (fixed or stochastic) value, and (iv) principles for traffic and transportation network optimization and control (for example, Wardrop’s user equilibrium (UE) and system optimum (SO) principles). Alternatively to these generally accepted fundamentals and methodologies of the traffic and transportation theory, we discuss the three-phase traffic theory as the basis for traffic flow modeling as well as briefly consider the network breakdown minimization (BM) principle for the optimization of traffic and transportation networks with road bottlenecks.     

Measuring the efficiency of highway maintenance contracting strategies: A bootstrapped non-parametric meta-frontier approach

Highly deteriorated US road infrastructure, major budgetary restrictions and the significant growth in traffic have led to an emerging need for improving performance of highway maintenance practices. Privatizing some portions of road maintenance operations by state Departments of Transportation (DOTs) under the auspices of performance-based contracts has been one of the innovative initiatives in response to such a need. This paper adapts the non-parametric meta-frontier framework to the two-stage bootstrapping technique to develop an analytical approach for evaluating the relative efficiency of two highway maintenance contracting strategies. The first strategy pertains to the 180 miles of Virginia’s Interstate highways maintained by Virginia DOT using traditional maintenance practices. The second strategy pertains to the 250 miles of Virginia’s Interstate highways maintained via a Public Private Partnership using a performance-based maintenance approach. The meta-frontier approach accounts for the heterogeneity that exists among different types of highway maintenance contracts due to different limitations and regulations. The two-stage bootstrapping technique accounts for the large set of uncontrollable factors that affect the highway deterioration processes. The preliminary findings, based on the historical data for the state of Virginia, suggest that road authorities (counties) that have used traditional contracting for transforming the maintenance expenditures into the improvement of the road conditions seem to be more efficient than road authorities that have used the performance-based contracting. This paper recommends that road authorities use hybrid contracting approaches that include best practices of both traditional and performance-based highway maintenance contracting.     

Shakedown and Inadaptation Mechanisms of Bellows Subject to Constant Pressure and Cyclic Axial Force

Abstract

In the design of pipelines, a thermal expansion of the pipes is usually compensated for by a thin-walled, flexible shell of revolution, called a bellows. The process of cyclic loading of the structure may result in the formation of a sequence of plastic strain fields in the shell, which often leads to the collapse of the structure. Therefore, the question of whether the structure shakes down or collapses under the combined, cyclic loading is of particular importance to engineers

The Reissner-type equations for the perfectly elastoplastic model of the shell are formulated on the basis of the geometrically nonlinear third-order theory. Various mechanisms of plastic collapse (e.g., maximal load or formation of plastic hinge) are discussed for the quasistatically loaded S-type bellows, as well as for the bellows subjected to cyclic, complex loadings. The analogy between these cases, as far as the failure modes are concerned, is explained. The adaptation (shakedown) and inadaptation (nonsymmetric alternating plasticity, incremental collapse) domains for the particular case of the S-type bellows (C-type geometry) acted upon by internal pressure and variable repeated axial force are presented.     

冗余以太网在PLC通信中的应用

为克服传统系统中现场数据只能被直接上位计算机独享的缺点和现场数据传输的高速率与串口通信低速率之间的矛盾，利用冗余以太网提高了计算机与PLC网络通信的速度和可靠性，解决了计算机与PLC网络通信中的瓶颈问题，实现了数据共享。使用CX—Programmer，配置以太网模块、创建路由表、构建双机冗余以太网、实现FINS信患服务、实现对在线PLC进行远程编程和监控功能，完成冗余通信。并通过实际搭建、联机和测试．在长安大学信息工程学院公路隧道测控研发平台上得以实现。     

缓倾外层状结构边坡变形破坏模式及支护对策研究

高速公路开挖形成越来越多的工程边坡。缓倾外层状结构边坡作为一种典型的岩质边坡,一般情况下整体稳定性较好,但在特定的结构面组合状况下,开挖后也可能产生整体变形破坏。本文以软弱结构面和长大裂隙发育的公路工程边坡为例,通过岩体结构及边坡一定范围内已有边坡破坏现象的调查研究,采用工程地质类比和三维离散元法综合分析边坡变形破坏模式,并针对变形破坏模式的特点,提出支护对策。研究结果表明,结构面贯通坡体形成切割块体的后缘和侧缘边界时,缓倾外层状结构边坡可沿层面产生滑移-拉裂变形,若滑面与临空面具有一定夹角,边坡的变形可表现为旋转式滑移-拉裂;结构面组合控制的缓倾外层状结构岩质边坡稳定性受坡体中下部的关键块体控制,一旦关键块体失稳,将引起上部块体的连锁失稳,此类边坡变形控制的重点是对关键块体分布区域进行强支护;支护工程实施后的变形监测结果表明,基于变形破坏模式分析的边坡支护方案保证了边坡施工和运营过程中的安全。     

CSCW：计算机支持的协同工作

近１０年来，ＣＳＣＷ（Ｃｏｍｐｕｔｅｒ Ｓｕｐｐｏｒｔｅｄ Ｃｏｏｐｅｒａｔｉｖｅ Ｗｏｒｋ，计算机支持的协同工作）作为新兴的研究领域越来越受到广泛的重视。这是一个跨学科的新研究领域，不仅仅受到计算机学科的支持，还涉及到社会学，心理学，组织理论和人类学等学科，当然计算机科学与通信技术的新成就所给予的支持是根本。本文试图从计算机学科角度出发，对ＣＳＣＷ的基本概念，技术支持，应用领域等方面作一清晰阐述     

Fair cubic transition between two circles with one circle inside or tangent to the other

This paper describes a method for joining two circles with a C-shaped and an S-shaped transition curve, composed of a cubic Bézier segment. As an extension of our previous work; we show that a single cubic curve can be used for blending or for a transition curve preserving G ² continuity regardless of the distance of their centers and magnitudes of the radii which is an advantage. Our method with shape parameter provides freedom to modify the shape in a stable manner.     

公路交通噪声预测模型探讨

对公路交通噪声预测模型进行了分析推导,指出美国联邦公路局FHWA模型为近似表达式,并给出了精确表达式。对FHWA模型与精确表达式在硬地面、软地面、混合地面几种条件下的值进行了比较分析。结果表明,两者在硬地面条件下的形式和计算结果相同;在混合地面,即公路的实际情况下,两者存在差异,差值等于10lg(r1/r0)α。在用于高速公路交通噪声预测计算时,当r0取15m,该差值较小,当r0取7.5m,该差值增大;在一般情况下,r0取15m时的差值为±0.3dB(A),r0取7.5m时的差值为1.2—1.8dB(A),后者约占交通噪声预测值的1.5-4%,是不应忽视的。说明我国在引用FHWA模型时,对参考点距离的更改,会造成用于高速公路交通噪声预测的误差增大。建议我国使用本文推导给出的修订模型。