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1.
The continuous network design problem (CNDP) is known to be difficult to solve due to the intrinsic properties of non‐convexity and nonlinearity. Such kinds of CNDP can be formulated as a bi‐level programme, in which the upper level represents the designer's decisions and the lower level the travellers' responses. Formulations of this kind can be classified as either Stackelberg approaches or Nash ones according to the relationship between the upper level and the lower level parts. This paper formulates the CNDP for road expansion based on Stackelberg game where leader and follower exist, and allows for variety of travellers' behaviour in choosing their routes. In order to solve the problem by the Stackelberg approach, we need a relation between link flows and design parameters. For this purpose, we use a logit route choice model, which provides this in an explicit closed‐form function. This model is applied to two example road networks to test and briefly compare the results between the Stackelberg and Nash approaches to explore the differences between them. 相似文献
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主桥预应力T梁安装与南北引桥预应力箱梁同时施工,在桥跨中吊装预应力T梁并横移T梁至运梁轨道。 相似文献
3.
提速线路旁深基坑施工的路基防护 总被引:1,自引:0,他引:1
在提速线路和高路堤旁开挖深基坑及施工墩台对既有路基稳定性的影响,是工程施工中首要解决的问题.此文结合津浦线澥河大桥护孔工程深基坑钻孔桩支护的成功经验,探讨了路基防护的措施. 相似文献
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中隔壁结构作为隧道初期支护体系中重要的承载构件,在隧道爆破荷载作用下极易发生损伤开裂和破坏。首先依托双向八车道的港沟高速公路隧道工程,进行爆破荷载作用下中隔壁的动力损伤破坏试验,提出中隔壁支护结构的破坏形态及类型;然后利用ANSYS/LS-DYNA建立隧道爆破与中隔壁支护结构数值模型,采用流固耦合的方法模拟岩体爆破及中隔壁支护结构的动力响应,并考虑单段装药量、爆距等不同因素,研究其对中隔壁破坏模式及形态的影响。研究结果表明:隧道爆破荷载作用下中隔壁破坏形式分为背爆侧混凝土开裂剥落、中心区域混凝土震塌成洞、钢筋网及纵向连接钢筋震坏断裂、钢拱架发生扭曲变形4种类型;中隔壁支护结构在爆破应力波的作用下处于反复拉压状态,并在岩石破碎抛掷冲击的作用下发生破坏,且中隔壁支护结构中心、顶部和底部是结构最易发生损伤的部位;单段装药量和爆距的改变会对中隔壁支护结构的破坏范围和破坏程度产生影响,且结构呈现出不同的破坏形态,与现场试验结果一致;建议隧道爆破施工时爆距控制在40 cm以上,单段药量控制在7.2 kg以下,以减少对中隔壁支护结构的破坏。 相似文献
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大断面黄土隧道斜井进入正洞的挑顶施工技术 总被引:2,自引:0,他引:2
通过对郑西铁路客运专线潼洛川和高桥两座大断面湿陷性黄土隧道三座斜井进入正洞的施工,从安全、进度和经济方面考虑,优选出合理的斜井挑顶施工方案。实施的结果证明,所选用方案工程结构安全,缩短了施工时间,节约了施工费用。 相似文献
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9.
Benjamin G. Heydecker 《Transportation Research Part B: Methodological》1983,17(5):359-364
The values of the dual variables in a constrained optimisation problem can be used to estimate the sensitivity of the optimal value of the objective function to changes in the constraints. Allsop (1972) used standard methods of linear programming to derive expressions for the sensitivity of the reserve capacity at a signal-controlled road junction to various changes in the traffic engineering constraints. That analysis used the assumption that the maximum reserve capacity would be achieved when the cycle time used is maximal. While this normally occurs, some junctions have come to light where a reduction in the cycle time increases the capacity. Allsop's analysis is extended here to account for this possibility. 相似文献
10.
Benjamin G. Heydecker 《Transportation Research Part B: Methodological》1983,17(5):341-357
A discussion of the benefits of bus priority schemes shows the importance of providing adequate capacity for all streams of traffic. The analysis of capacity at a signal-controlled road junction is extended to cases where stages may be truncated or omitted in some cycles. The problem of finding signal settings which, when implemented with priority, emulate some which are known to provide a given level of capacity when implemented without priority is considered. Two commonly used rules to give priority by selective vehicle detection are analysed in detail and a third is considered briefly to illustrate the flexibility of the methods used. The range of conditions under which these priority methods can be implemented without causing any loss of capacity is quantified. If an additional rule is implemented to prevent priority from being granted too frequently, then this range covers most practical operating conditions. In cases outside this range, consequent losses of capacity can be estimated. A numerical example based upon a real bus priority experiment is provided. 相似文献