This paper presents a joint optimization of the timetable, bus formation, and vehicle scheduling in a flexible public transport (PT) system that utilizes autonomous modular vehicles (AMVs). In this system, AMVs have the capability to detach or join with each other at intermediate stops along the route to dynamically adjust the bus formation (capacity). To increase vehicle utilization, a flexible scheduling strategy is proposed that allows AMVs to detach from one modular bus and join another modular bus in either direction of a bidirectional line. In particular, the penalty cost for each detachment or joining operation, as well as the limited number of available AMVs is explicitly considered. We formulate a unified model for the integrated optimization of the modular bus service (timetable and bus formation) and vehicle scheduling by introducing two types of decision variables. The objective is to minimize overall system costs, including passenger waiting time cost, operational costs, and detachment/joining penalty costs. The two types of decision variables are coupled by a vehicle resource consistency constraint, ensuring the conformity of the modular bus service and vehicle scheduling decisions. To tackle the complexity of our model, the Alternating Direction Method of Multipliers (ADMM) is employed to decompose it into two subproblems, which can be efficiently solved using a customized forward dynamic programming algorithm and a commercial solver. The model is validated using illustrative examples and a real-world instance from the Beijing Public Transport system, and it is compared with two benchmark models. Our results demonstrate the efficiency of the ADMM-based solution framework for solving the integrated optimization model. Furthermore, our findings indicate that the use of AMVs in PT systems can lead to reduced overall system costs and increased vehicle utilization.

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In this paper, for the first time, a three-step approach for the optimal design of stiffened panels accounting for the ultimate limit state due to welding residual stress is developed. First, authors rely on state-of-the-art analytical approaches coupled with recently data-driven nonlinear finite element methods surrogates characterized by functional which are computationally expensive to build but computationally inexpensive to use. Then, surrogates are used within a design optimization loop to find new optimal designs since nonlinear finite element methods are too computationally demanding for this purpose. Finally, the new designs are reassessed with the original nonlinear finite element methods to verify that substituting them with their surrogates in the optimization loop actually leads to better designs. Results obtained optimizing a series of parameters of a commonly used stiffened panel geometry under different scenarios will support the authors’ novel approach.

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Ultimate limit state (ULS) assessment examines the maximum load-carrying capacity of structures considering inelastic buckling failure. Contrary to the traditional allowable stress principle which is mainly based on experiences, the ULS assessment focuses on explicitly evaluating the structural safety margin and thus enables a consistent level of safety/risk between conventional and novel structural designs. Modern structures are usually designed as a network of plates and stiffeners (e.g., ship structures, offshore and onshore wind turbine, and land-based bridge) joined by welding which induces a residual stress field. Hence, predicting the ultimate strength reduction of stiffened panels caused by welding residual stress is a crucial problem addressed by many scholars with different approaches, among which the Nonlinear Finite Element Method (NLFEM) is the prevailing approach within the community of structural engineering. Unfortunately, the NLFEM has a high computational requirement which prevents its use in the design, appraisal, and optimisation phases of stiffened panels. To well approximate the nonlinear finite element method, a data-driven method is proposed in this paper, with a functional which is computationally expensive to build but computationally inexpensive to use allowing its application at design stage. Results obtained in different (i.e., interpolation and extrapolation) scenarios using data generated by a state-of-the-art NLFEM on a series of stiffened panels will support the proposed method.

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Offshore or drydock inspection performed by trained surveyors is required within the integrity management of an in-service marine structure to ensure safety and fitness for purpose. However, these physical inspection activities can lead to a considerable increase in lifecycle cost and significant downtime, and they can impose hazards for the surveyors. To this end, the use of a structural health monitoring (SHM) system could be an effective resolution. One of the key performance indicators of an SHM system is its ability to predict the structural response of unmonitored locations by using monitored data, i.e., an inverse prediction problem. This is highly relevant in practical engineering, since monitoring can only be performed at limited and discrete locations, and it is likely that structurally critical areas are inaccessible for the installation of sensors. An accurate inverse prediction can be achieved, ideally, via a dense sensor network such that more data can be provided. However, this is usually economically unfeasible due to budget limits. Hence, to improve the monitoring performance of an SHM system, an optimal sensor placement should be developed. This paper introduces a framework for optimising the sensor placement scheme to support SHM. The framework is demonstrated with an illustrative example to optimise the sensor placement of a cantilever steel plate. The inverse prediction problem is addressed by using a radial basis function approach, and the optimisation is carried out by means of an evolutionary algorithm. The results obtained from the demonstration support the proposal.

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A commercial solid oxide fuel cell with a Ni/YSZ anode was characterized under a pure methane atmosphere. The amount of deposited carbon increased with an increase in temperature but decreased when the temperature exceeded 700°C. The reactivity of carbon decreased with increasing deposition temperature. Filamentous carbon was deposited from 400 to 600°C, whereas flake carbon was deposited at 700 and 800°C. With increasing temperature, the intensity ratio of the D band over the sum of the G and D bands was constant at the beginning and then decreased with the transformation of the carbon morphology. The crystallite size increased from 2.9 to 13 nm with increasing temperature. The results also indicated that the structure of the deposited carbon was better ordered with increasing deposition temperature. In comparison with pure Ni powders, the interaction between the YSZ substrate and Ni particles could not only modify the carbon deposition kinetics but also reduce the temperature effect on the structure and reactivity variation of carbon.@en

Carbon deposition on nickel powders in methane involves three stages in different reaction temperature ranges. Temperature programing oxidation test and Raman spectrum results indicated the formation of complex and ordered carbon structures at high deposition temperatures. The values of I(D)/I(G) of the deposited carbon reached 1.86, 1.30, and 1.22 in the first, second, and third stages, respectively. The structure of carbon in the second stage was similar to that in the third stage. Carbon deposited in the first stage rarely contained homogeneous pyrolytic deposit layers. A kinetic model was developed to analyze the carbon deposition behavior in the first stage. The rate-determining step of the first stage is supposed to be interfacial reaction. Based on the investigation of carbon deposition kinetics on nickel powders from different resources, carbon deposition rate is suggested to have a linear relation with the square of specific surface area of nickel particles.

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