In order to clarify the influence of temperature and humidity on the medium and low temperature performances of asphalt mixture, the annual temperature and humidity of different regions in China were analyzed. Three typical humidity conditions were selected for experiment. Indirect tensile stiffness modulus test and low temperature splitting test were carried out on the treated samples, so as to evaluate the influence of temperature and humidity on the mechanical properties of the mixture. Results show that the annual absolute humidity in most regions of China is less than 25 g/m³, and the moisture uptake of asphalt mixture decreases with the increase of temperature. High temperature and humidity will induce the notable decline of Young's modulus and stiffness modulus of asphalt mixture at low and medium temperature, as well as the increase of ultimate strain and the decrease of tensile strength at low temperature. The humidity conditions at medium and low temperatures have no influence on the modulus, strength and strain. The fracture energy, dissipated creep strain energy and elastic energy decrease with the increase of absolute humidity. High temperature and high humidity lead to a significant decrease of fracture energy. Young's modulus of asphalt mixture is susceptible to the change of temperature and humidity conditions.

In order to determine the calculation formula of impact coefficient of long-span curved continuous rigid frame bridge,Based on the mechanism of structural dynamics and vehicle-bridge coupling,the vibration equation of vehicles and bridges is established. The vehicle bridge interaction is determined through the wheel-bridge displacement coordination relationship,and the vehicle-bridge coupling analysis module of the long-span curved continuous rigid frame bridge is compiled by using MATLAB software. The dimensionality of multiple parameters is reduced by using the principal component analysis method. Comprehensively considering the target parameters with eigenvalue greater than 1 and cumulative contribution rate of variance greater than 90%,the bridge deck roughness,radius of curvature and pier height are determined as the main sensitive parameters. The calculation formulas of bridge deflection,bending moment and torque impact. coefficient are fitted and regressed by stepwise regression method. The result shows that:(1) the impact coefficient of bridge deflection is significantly affected by the bridge deck roughness and pier height,while the curvature radius has little influence on it; (2) the impact coefficient of bridge bending moment is significantly affected by the bridge deck roughness,while the pier height and curvature radius have little influence on it; (3) the bridge torque impact coefficient is greatly affected by the bridge deck roughness and curvature radius,while the pier height has little influence on it. The correlation coefficients of the bridge impact coefficient calculation formula fitted by regression are greater than 0.94,the correlation is good,and the standardized correlation coefficients of bridge deck roughness in all impact coefficient calculation formulas are more than 0.9,indicating that this factor has a great influence on the impact coefficient of the long-span curved continuous rigid frame bridge. It is suggested to consider this factor in subsequent specification revisions.

In order to improve the lateral stiffness of the flat pull pedestrian suspension bridge, using the straight-grained characteristics of the hyperbolic paraboloid, a flat pull pedestrian suspension bridge structural system of the hyperbolic paraboloid spatial cable network is proposed in this paper. The hyperbolic paraboloid spatial cable network is suspended on the parabola concave bent cap of the double leg column bridge tower, The bridge deck structure in the form of pipe truss structure is placed in the groove of hyperbolic paraboloid spatial cable network system. The spatial-crossing cable network with hyperbolic paraboloid provides horizontal component force and improves the lateral stiffness and torsional stiffness. Combined with a 120 m span pedestrian landscape suspension bridge in a canyon River, the engineering parameters are designed, the Midas finite element analysis model is established, the internal force is analyzed and calculated, and the dynamic modal analysis is carried out to verify the superiority of the flat pull pedestrian suspension bridge structure of hyperbolic paraboloid spatial cable network.

According to the three-fork shaped River terrain of the Grand Canyon, a design scheme of three-fork shaped single main cable pedestrian landscape glass suspension bridge is proposed. The three-fork shaped single main cable is suspended on three single column bridge towers, and the sling system is suspended with a three-fork shaped deck stiffening beam with a central ring. Both the three-fork shaped single main cable and the three-fork shaped deck stiffening beam are stable triangular structures, it has good spatial stiffness. Combined with the actual project, the engineering parameters are designed, the Midas finite element analysis model is established, and the static analysis and dynamic modal analysis are carried out to verify the structural rationality of the three-fork single main cable pedestrian suspension bridge.

According to the construction requirements of super long-span pedestrian suspension bridge in Canyon Scenic Spot, a hillside-anchored spatial cable system pedestrian suspension bridge is proposed. The hyperbolic paraboloid space cable network system is adopted to improve the wind resistance stability of pedestrian suspension bridge in Canyon Scenic Spot; Taking advantage of the landform of the Canyon Scenic Spot, the hyperbolic paraboloid space cable network is dispersed and anchored on the rock slopes on both sides of the Canyon Scenic Spot, and the bridge tower structure is cancelled to reduce the cost. The hyperbolic paraboloid space cable system and the wind resistant cable system are used together, which can firmly grasp the stiffening beam of the bridge deck system from the top, bottom, left and right directions, restrict the torsional deformation of the stiffening beam of the bridge deck system, and fundamentally solve the problem of wind resistant stability of the super long-span pedestrian suspension bridge in Canyon Scenic Spot. Combined with a 500 m super long-span pedestrian suspension bridge project in Canyon Scenic Spot, the engineering parameters are designed, the Midas finite element analysis model is established, and the static calculation analysis and dynamic modal analysis are carried out to verify the advantages of the pedestrian suspension bridge with the space suspension cable anchored to the hillside.

In order to reduce the cost of pedestrian suspension bridge in Canyon River, a hyperbolic paraboloid space cable hanging-network pedestrian suspension bridge in Canyon river is proposed in this paper. The hyperbolic paraboloid space cable hanging-network is dispersed and anchored on the cliff and steep wall rocks on both sides of Canyon River, the bridge tower and sling-cable system are cancelled, and the pipe-truss bridge deck stiffening beam is directly placed on the hyperbolic paraboloid space cable hanging-network, Cost saving and simple assembly construction. Combined with a 150m span pedestrian landscape suspension bridge in Canyon River, Midas finite element analysis model is established, dynamic modal analysis is carried out, and it is verified that the hyperbolic paraboloid space cable hanging-network pedestrian suspension bridge structure has good wind stability.

According to the demand of 800m super long-span pedestrian suspension bridge in Mountain Scenic Spot, a hillside-anchored univalent hyperboloid spatial suspension network pedestrian suspension bridge is proposed. The univalent hyperboloid tube-network space cables are dispersed and anchored on the both sides of the hillside, and the bridge tower structure is cancelled to save the cost; The univalent hyperboloid tube-network space cable system provides horizontal component, greatly improves the lateral stiffness and torsional stiffness of pedestrian suspension bridge, and has good space structure stiffness. Combined with a 800m super long-span pedestrian suspension bridge project in Mountain Scenic Spot, the static and dynamic stress characteristics of MIDAS finite element are carried out to verify the rationality of the pedestrian suspension bridge with hillside-anchored spatial cable system and its good wind stability.

In order to study the development status of China's transportation infrastructure and regional development differences, better do a good job in transportation development planning, transportation investment and construction, traffic operation and maintenance; The simple and intuitive weighted sum method was used to construct the evaluation model of the development level of transportation infrastructure, and the evaluation index system of the development level was established. The comprehensive weight of the indexes was determined by combining the improved G1 method, the anti-entropy method and the optimal combination method based on the consistency test group decision weighting method. The advantages of the evaluation method constructed in this paper compared with the traditional method, the overall development status of China's transportation infrastructure, the relative development status among regions and the main manifestations of the imbalance are analyzed. The results show that:(1) compared with the entropy method, the anti-entropy weight method can avoid the extreme value; Compared with G1 method, improved G1 method can avoid losing effective information and amplify invalid information. The optimal combination method can synthesize the subjective and objective factors well, making the comprehensive weight more scientific and accurate. (2) The comprehensive index of transportation infrastructure development level in western, central and eastern China showed a steady upward trend, but the regional difference was obvious, showing a spatial distribution pattern of high in the east and low in the west, indicating the unbalanced development among regions. (3) From 2014 to 2018, the average annual growth rate of the development level of transportation infrastructure in eastern China was higher than that in western and central China, indicating that the imbalance among the western, central and eastern regions was still worsening. (4) Through the comprehensive index analysis of the criterion layer, it is found that the imbalance of the development of transportation infrastructure is mainly manifested in the development scale, transportation level and growth potential. The evaluation results are in line with the actual situation and can provide some enlightenment for the planning, investment and construction of China's transportation infrastructure.

In view of whether the dependence of high income groups on car travel mode can be improved by changing the built environment,based on the survey data of residents' travel in Xiamen in 2015 and multinomial Logit model,the differences of the influence of the built environment on the travel modes of high income groups with/without cars as well as the influence intensity of personal socio-economic attributes and built environment on the travel modes are explored,and the key factors that have significant influence on the travel modes of high income groups and the influence mechanism are analyzed. The results show that (1) After controlling other variables,the increase of the mixing degree of population density and land use in traffic communities inhibited the use of cars by high income groups,but the inhibition effect is weak. Employment density and bus stop density have no significant correlation with the travel mode of high income groups with cars. (2) The improvement of road network density,parking space density and greening rate in traffic communities promoted the use of cars by high income groups with cars. (3) The increase in the density of shopping malls and leisure and entertainment places in the traffic communities promoted the walking level of high income groups. The plot ratio of traffic district has no significant correlation with the travel mode of high income groups. (4) The high income groups inside the island of Xiamen prefer walking and public transport,while the high income groups outside the island prefer cars. (5) The influences of built environment on the travel modes of high income groups with/without cars are significantly different,and its effect is less than that of individual socio-economic attributes. The above conclusions provide a reference for improving residents' travel mode and city planning by optimizing the land use planning of residential communities of different resident groups.

In the real urban road network, the entrance lanes of signalized intersections adopt the form of straight-right lane, which will cause the phenomenon that straight-going vehicles in the straight-right lane stop and wait during the red light and affect the normal passage of right-turning vehicles, thus causing the delay of right-turning vehicles at the intersection and the reduction of the traffic efficiency at the entire intersection. In order to solve this problem, according to the concept of pre-signal and dynamic lane, the operating rules of vehicles in the straight-right lane and adjacent straight lane are formulated. At the same time, the variable message board is coordinated with the main signal, and the calculation formula of the position of the variable message board is given, as well as the timing scheme of the cooperative main signal. Then, a new dynamic lane organization design scheme based on straight-right lane is proposed. Combined with the signal and the dynamic lane, the traffic wave theory is used to construct the delay calculation model of vehicles in each direction of the intersection. Finally, based on the actual data and taking the typical four-phase signalized intersection as the research object, MATLAB software was used to analyze the influences of cycle length, saturation flow rate, lane change rate, straight right flow ratio and other factors before and after optimization on the performance of dynamic lane. The feasibility and practicability of the model are verified. The results show that cycle length, saturation flow rate, lane change rate and straight-right flow ratio are important indexes, and the optimized scheme can significantly reduce the delay of right-turning vehicles and improve the traffic efficiency at intersection.

In order to study the influence of bumping at bridge head on the comfort of vehicle occupants, this paper comprehensively considers the factors such as bridge head drop, driving speed and road horizontal and vertical alignment, and uses Carsim vehicle dynamics simulation software to establish the test road and vehicle model. On this basis, combined with the design experiment of various influencing factors, the four conditions are simulated, and the longitudinal acceleration interference is proposed as the evaluation index. The influence of various factors on the comfort of vehicle occupants in the bridgehead jump section is analyzed, and on this basis, the evaluation effect of the maximum longitudinal acceleration and longitudinal acceleration interference on the comfort of vehicle occupants is compared. The results show that the bridge head drop, vehicle speed and longitudinal slope have obvious influence on occupant comfort, while the curve radius has no obvious influence on occupant comfort. The longitudinal acceleration increases with the increase of bridge head drop and driving speed. The steeper the longitudinal slope of the uphill section is, and the lower the longitudinal acceleration is, the steeper the longitudinal slope of the downhill section is, and the higher the longitudinal acceleration is. When the bridge head drop is greater than 20 mm and the vehicle speed is greater than 100 km/h, the comfort is relatively poor; When the bridge head is located on the uphill section, the influence on comfort is smaller than that on the downhill section. In addition, the maximum longitudinal acceleration and longitudinal acceleration interference can effectively evaluate the comfort of the occupant, and the longitudinal acceleration interference can more effectively guide the actual work. Therefore, in the prevention and control of the impact of vehicle bump at bridgehead on the comfort of passengers, the design stage can adopt the method of controlling the longitudinal slope size, setting the bridgehead at the uphill section, and the operation stage can adopt the method of section speed limit to improve the driving comfort of the section.

In the evaluation of shift quality of manual transmission automotive, the subjective evaluation method is fuzzy, and the objective evaluation method with dynamic parameters as indexes is complex. In order to solve the problem of evaluating the quality of automobile gear shifting simply and accurately, firstly, the data of vehicle gear free clearance was collected by setting up gear data acquisition platform. Then, the collected data were displayed and stored in real time by LabVIEW data processing platform. Then, DBSCAN algorithm was used to delete outliers and K-means clustering algorithm was used to classify the gear data. Then, taking the automobile gear data as the object, the evaluation significance groups were extracted from the three dimensions of gear selection travel, shift travel and gear free clearance, and the function factors were given to each evaluation significance group to establish the evaluation model of manual transmission vehicle gear selection quality. The weight of each parameter index in the evaluation method of automobile gear shifting quality as obtained by using entropy weight method from objective data, and a comprehensive evaluation method for shift selection quality of manual transmission vehicle is established. The results show that:for three different types of vehicles, the shift performance can be tested by using this evaluation method. The test results are consistent with the subjective testers, which verifies the effectiveness of the objective evaluation index selected for the quality evaluation of gear shifting. The evaluation method can be used to evaluate the quality of automobile gear selection and shift simply and conveniently, which improves the simplicity of test and the reliability of analysis, and provides a reference for the evaluation of automobile gear selection quality.