Journal of Wind Engineering & Industrial Aerodynamics 233 (2023) 105301

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Journal of Wind Engineering & Industrial Aerodynamics

journal homepage: www.elsevier.com/locate/jweia

Non-uniform wind excitation on dynamic responses of vehicle running

on bridge
Xinyu Xu a, Yongle Li b, Siyu Zhu c, *
a
China Railway Eryuan Engineering Group Co., Ltd., 610031, Chengdu, Sichuan, PR China
b
Department of Bridge Engineering, Southwest Jiaotong University, 610031, Chengdu, Sichuan, PR China
c
China College of Environment and Civil Engineering, Chengdu University of Technology, 610059, Chengdu, Sichuan, PR China

A R T I C L E I N F O A B S T R A C T

Keywords: In order to investigate the effect of wind non-uniform characteristics in mountainous terrain on the dynamic
Non-uniform analysis of a vehicle-bridge (VB) system, a typical bridge site for a terrain model was established in a wind
Dynamic analysis tunnel. Six typical flow directions, such as parallel to the river direction and perpendicular to bridge axis and
Vehicle-bridge system
ridge, were adopted to study the mean wind speed of experimental monitoring points at the bridge deck. Owing
Wind tunnel
Mountain terrain
to the local ridge at the bridge site, the distribution of wind speed along the bridge deck shows obvious non-
Fluctuating wind uniform characteristics. Seven monitoring points were set on the bridge deck, and the linear interpolation
method was adopted to obtain the time histories of the wind speed at every point. A scaled wind tunnel model
was also applied to conduct the three aerodynamic coefficients of the vehicle and bridge. Based on the experi­
mental wind characteristics of mountainous terrain, the numerical framework of the wind-vehicle-bridge (WVB)
system was established considering the effect of non-uniform wind, where a railway cable-stayed bridge was
simulated using the finite element model, and a multi-body dynamic model of the vehicle was used. The in­
fluence of fluctuating wind excitation on the WVB system was discussed, and it played an essential role in vehicle
vibration.

1. Introduction
Crosswind in mountain terrain threatens railway vehicle safety and
exacerbates the dynamic vibration of vehicle running through the bridge
(Gou et al., 2021; Han et al., 2022; Montenegro et al., 2020, 2022a,
2022b), where the wind speed is higher than the track close to flat
ground (Montenegro et al., 2021). It has reported more than 30
wind-induced accidents between 1966 and 2013 in a strong area of one
railway line (Zhang et al., 2013), 29 safety risks were reported in Japan
(Fujii et al., 1999), and several train derailments occurred in Europe
(Andersson et al., 2004). These reports demonstrate the significance of
wind excitation affecting on the vehicle running safety, and there have
been developments in simulation of the vehicle running through the
bridge subjected to the wind loads (Cai et al., 2015; Kwon et al., 2008;
Montenegro et al., 2021; Zhai et al., 2015). Xu et al. adopted a 3D
simulated system to assess the running safety of a train moving through
a long-span bridge with crosswinds, and bridge response indicators were
selected to evaluate the safety (Xu et al., 2003). Li et al. proposed the
basic theory of the wind-vehicle-bridge system, which was verified using
three subsystems (Li et al., 2005). Guo et al. calculated a series of nu­
merical cases to study the Tsing Ma Bridge subjected to vehicle and wind
loads. The obtained results agreed with the corresponding data
measured using a health monitoring system (Guo et al., 2007). Olmos
and Astiz proposed a numerical simulation with a railway vehicle-bridge
wind interaction model and force on the train and wind velocity for
traffic safety reasons (Olmos and Astiz, 2018). He et al. investigated the
impact of non-stationary winds on the vehicle-bridge system, which
deviated from the field observations during extreme storms (He et al.,
2020).
Railway vehicle will be faster and lighter which may enhance the
threat of wind excitation on the WVB system, and more bridge structures
settle over the deep-cutting gorges, like in southwestern China, due to
the extension of railways to mountainous terrain (Tang et al., 2020).
However, more complex inflow conditions exist in mountainous areas
(Hu et al., 2017; Li et al., 2017b), which have a significant influence on
the dynamic responses of the bridge and vehicle, particularly for the
evaluation on the safety of vehicles running through the bridges.
Generally, the wind speeds of a bridge site in coastal and flat ground

* Corresponding author.
E-mail address: 591444403@qq.com (S. Zhu).

https://doi.org/10.1016/j.jweia.2023.105301
Received 14 July 2022; Received in revised form 19 December 2022; Accepted 4 January 2023
Available online 16 January 2023
0167-6105/© 2023 Published by Elsevier Ltd.
X. Xu et al.
Fig. 1. Terrain mode in XNJD-3 wind tunnel test.
Fig. 2. Distribution of blocks for type D flow field on boundary layer.
Fig. 3. The diagram of the boundary layer in wind tunnel.
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Journal of Wind Engineering & Industrial Aerodynamics 233 (2023) 105301
areas have the nearly same data along the bridge axis direction, and the
inflow conditions can be assumed to be uniform. However, the wind
parameters are variable along the longitudinal direction of the bridge in
mountainous areas; therefore, non-uniform wind characteristics should
be considered.
Lam et al. presented flutter derivatives extracted using a random
identification method with different turbulent flows (Lam et al., 2017).
Tang et al. investigated the flutter stability of bridges, which was
significantly affected by non-uniform inflow (Tang et al., 2020). Cheynet
et al. studied the mean wind conditions at a fjord inlet with the steady
method (Cheynet et al., 2020). Field measurements (Jiang et al., 2021),
computational fluid dynamics (CFD) simulations (Cao et al., 2012), and
wind tunnel tests (Li et al., 2017a) are widely used to obtain wind
characteristics. The modeling ease and convenient control of the anal­
ysis methods, and the tenability and reproducibility of the wind tunnel
test conditions have made them the main source of obtaining the wind
characteristics over mountain-gorge terrain. Miller and Davenport
focused on boundary layer flow over many 2D complex surfaces using a
wind tunnel. Their results showed that acceleration in complex terrain
was less than that in isolated hills or ridges (Miller and Davenport,
1998).
Additionally, some valley models in wind tunnel were applied to
simulate the atmospheric boundary layer of the actual terrain by Li et al
(Li et al., 2010). Kamada et al. proposed a turbulent flow structure of the
flow field around a 2D hill model using a wind tunnel test (Kamada et al.,
2019). Song et al. found that the valley has a significant influence on the
mean wind speed (Song et al., 2020). Hu et al. conducted the inhomo­
geneous wind fields at the bridge site in detail by wind tunnel test, and
the flutter responses of the bridge was calculated (Hu et al., 2021).
However, although most of the investigations above mainly considered
the wind field characteristics or the corresponding responses of bridges,
research on the safety of vehicles running on bridges with non-uniform
wind characteristics in mountain area were limited.
In this study, the non-uniform characteristics of wind field at the
mountain area are considered to investigate the dynamic responses of
railway vehicle running on the bridge at the mountain area. The wind
tunnel test is conducted and an 1:2000 scale model of the mountainous
area at the bridge site is constructed to satisfy the requirements of
experimental conditions, at first. Secondly, seven monitoring points are
settled at the longitudinal direction of bridge, and the mean wind speed
profiles are tested in the wind tunnel. Based on the conducted non-
uniform wind speed distribution, a linear interpolation approach is
applied to simulate the time histories of wind speed for every point
during of the vehicle running on the bridge. Finally, the dynamic re­
sponses of a vehicle-bridge system with non-uniform wind characteris­
tics are investigated, involving the different wind speed distributions
and fluctuating wind.
2. Non-uniform wind tested in wind tunnel
2.1. Conditions in wind tunnel test
The wind tunnel tests are applied to conduct wind environment at
the bridge site. The simulated model was constructed with a scale of
1:2000 to consider the availability of numerical data and the test
section.
The river was assumed to settle at the bottom of the model. A TFI
Cobra probe was adopted to measure the histories of time-varying wind
speed at the tested time of 120 s, and the mean wind speed was the
average of the experimental data. The terrain mode was made of high-
density foam with thicknesses of 10 mm and 5 mm (corresponding to
an actual height difference of 20 m and 10 m) stacked according to the
actual terrain contour lines. The terrain model is illustrated in Fig. 1. In
this section, the core aim of the wind tunnel test of the terrain model is to
get the non-uniform characteristics of wind at the bridge site, and it is
related to the terrain only. Hence, the vehicle and bridge are not
X. Xu et al. Journal of Wind Engineering & Industrial Aerodynamics 233 (2023) 105301

established in the terrain model, and the aerodynamic characteristics of

vehicle-bridge system and non-uniform wind excitation on the system
would be discussed in the following section.

2.2. Simulation on the boundary layer of flow field

The bridge settled at the bottom of the ridge in the mountainous

Fig. 4. Wind speed profile of Type D flow field.
areas based on the Specification ((JTG/T D60-01 2004)), and a Type D
flow field was adopted as the boundary layer for this wind tunnel test.
Fig. 2 shows the blocks, including the spires and roughness, were
applied to simulate the boundary layer, which is displayed in Fig. 3.
For the wind tunnel test, the mean wind speed profiles and fitted
results were used to verify the simulated wind field, as shown in Fig. 4,
and the comparison indicated that the experimental data agree with the
theoretically fitted results. A fitting value of 0.29 was obtained for the
coefficient of the profiles at the whole height, and it is 0.30 theoretically.
The turbulence profiles of the tested data and requirements are shown in
Fig. 5. The tested turbulence profiles at the bridge deck height matched
the requirements and theoretical data. The mean turbulence at the
bridge deck height was 17.9%, and the data in the specification was
18%. Therefore, the simulation of the Type D turbulence field was
verified.
The simulated wind spectrum was verified by comparison with the
vertical Simiu spectrum (Stathopoulos, 2021), and the results are shown
in Fig. 6, showing that the experimental data also have an essential
agreement with the Simiu spectrum. Therefore, the simulated wind field
satisfied the requirements of the wind tunnel test. The mean wind ve­
locity and turbulence intensity changed with increasing height when the
simulated point was close to the ground. If the height between the
simulated point and ground reaches a certain level, the velocity and
intensity become almost one constant value, implying that the mean
wind velocity and turbulence intensity can reach uniform flow field
conditions, which are shown in Fig. 7. The Simiu spectrum is expressed
as follows:
nSu (n) 200f
Lateral wind speed spectrum = 5 (1)
u2∗ (1 + 50f )3

nSw (n) 6f
Vertical wind speed spectrum = (2)
u2∗ (1 + 4f )2

Fig. 5. Turbulence profile of Type D flow field. Su(n) and Sw(n) are functions of the lateral and vertical wind-speed
spectra, respectively. n is the frequency, f is the reduced frequency
nZ
and f = U(Z) function, and u* is the friction velocity.

3. Wind characteristics

Six cases with different airflow directions are used to study the wind
characteristics in the mountain area, as listed in Table 1, and displayed
in Fig. 8. The northern wind was defined as the 0◦ in the test. Seven
monitoring points are set at equal distances along the bridge deck.
The wind speed at the lateral bridge direction, which is adapted to
simulate the buffeting force time histories, plays the most significant
role in the safety of vehicle running through the bridge. Therefore, the
mid-span bridge’s lateral mean wind speed profiles were measured, as
shown in Fig. 9. The gradient wind speed uG was assumed to be at the
height of 2.1 m in the experiment. Therefore, the wind speed ratio in­
volves the lateral and gradient wind speeds, expressed as u/uG. The
shape of wind profiles at a low height shows a more discrete distribution
than those at a high height, demonstrating that terrain significantly af­
fects wind speed. As shown in Cases 3 and 4, the wind speed profile is S-
shaped as the height is similar with bridge deck, which is not the dis­
tribution caused by the mountain shielding effect. The bridge was set
Fig. 6. Comparison experimental fluctuating wind spectrum with over the canyon and at the bottom of the mountainous area. Therefore,
Simiu spectrum. wind speed is sensitive to the wind direction and bridge’s mountain
slopes.

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X. Xu et al. Journal of Wind Engineering & Industrial Aerodynamics 233 (2023) 105301

Fig. 7. Wind speed and turbulence intensity profiles for uniform flow field.

the most significant wind speed. Based on the conducted results in wind
Table 1
tunnel, wind speed has a big difference along the bridge deck. Therefore,
Case study on the wind field of Type D flow field.
the wind fields present the strong non-uniform characteristics in this
Case Wind direction angle (◦ ) Description mountain area, and the characteristics also present obviously different
1 5.9 parallel along the river at the bridge site among the tested cases. The responses of mid-span bridges subjected to
2 25.9 perpendicular to bridge axis non-uniform loads should receive more attention.
3 145.9 perpendicular to the local ridge
4 165.9 along the whole river
5 185.9 parallel along the river at the bridge site 4. Dynamic responses of vehicle-bridge system subjected to non-
6 205.9 perpendicular to bridge axis uniform wind

4.1. Aerodynamic characteristics of vehicle and bridge

The aerodynamic coefficients of the vehicle and bridge were tested in

wind tunnel tests. The experimental model of the system was con­
structed at a scale of 1:46, as shown in Fig. 10. There are four railway
lines on the bridge deck, and the experimental data for different vehicle
positions on the bridge are listed in Table 3. CD, CL and CM are drag, lift
and moment aerodynamic coefficients of vehicle or bridge, respectively.
Track line No. 1 is the vehicle set on the windward side, whose co­
efficients reach a maximum value. Therefore, the dynamic response
analysis of the system is based on the No. 1 railway line issue.

4.2. Wind field simulation for vehicle-bridge system

Wind speed at mid-span bridge was adopted as the benchmark case.

Fig. 8. Wind directions of the six cases.
Due to the non-uniform characteristics of wind field, it will show that
the wind speed should be different for every simulated point. Based on
the span and the aerodynamic characteristics of the bridge, seven
monitoring points were set along the longitudinal bridge direction to
consider the effect of spatial correlation on the wind speed. Table 2 lists
the tested wind speeds for all the cases, where P4 is the middle point at
the bridge, which is applied as a reference point and assumed to be 1.00.
P1 is pointed at west, while P7 is pointed at east. Based on Table 1, Cases
1 and 2 belong to the northern airflow, and Cases 3–6 belong to the
southern airflow. Although there is a little discretization of the seven
monitoring wind speeds for the northern airflow, the wind speed pre­
sented a uniform distribution on the whole. The wind speed does not
significantly change, but it is relatively large. The wind speed has large
non-uniform characteristics for the southern airflow. An apparent
change is observed in the experimental velocity from the western part of
bridge. The mid-span, which is the most sensitive to wind excitation, has
Based on the wind speed relationship between the key point and mid-
span bridge, the mean wind speed for every point along the longitudi­
nal bridge was obtained using the linear interpolation method. The
function of the spatial correlation of the fluctuating wind speed obtained
by Davenport is expressed as follows:
( ⃒ ⃒ )
ω ⃒yj − ym ⃒
Cohjm (ω) = exp − Cy [ ( ) ]/ (3)
2π U yj , z + U(ym , z) 2
where Cy is the non-dimensional reduced coefficient, ranging from 7 to
20, Cy = 11.3 in this study. yj and ym are the positions of the points j and
m, respectively, where z denotes the vertical position, and U as the mean
wind speed.
The wind speed for 69 points along the bridge deck at equal distances
were investigated to simulate the wind field for the wind-vehicle-bridge
system, which adopts the fast Fourier transform. The mean wind speed is
20 m/s. The upper frequency is ωup = 4πrad/s, and the time step is 0.25
s. Points 1 and 35 in Case 3 were selected to verify the simulated wind
field. The time histories of the lateral fluctuating wind speeds are shown
in Fig. 11. The simulated and experimental data’s wind speed spectrum
and auto- and cross-correlation functions are shown in Figs. 12–14. As a
result, the simulated data agreed with the experimental data with
satisfactory accuracy.

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X. Xu et al. Journal of Wind Engineering & Industrial Aerodynamics 233 (2023) 105301

Fig. 9. wind speed profiles of all the cases.

Table 2
wind speed at each monitoring point for different cases.
Case P1 P2 P3 P4 P5 P6 P7

1 1.138 1.111 1.106 1.000 0.951 0.887 0.828

2 1.123 1.127 1.082 1.000 0.983 0.956 0.852
3 0.734 0.714 0.603 1.000 1.032 1.013 0.831
4 0.919 0.953 0.991 1.000 0.875 0.538 0.507
5 0.834 0.877 0.938 1.000 0.890 0.695 0.587
6 1.058 1.013 0.995 1.000 0.939 0.804 0.630

Fig. 11. Time histories of fluctuating wind speed for Points 1 and 35.

Fig. 10. Section model in wind tunnel test.

Table 3
Three coefficients of vehicle-bridge system.
Railway line number Vehicle Bridge

CD CL CM CD CL CM

No Vehicle – – – 0.875 0.691 0.090

System 1 1.567 0.263 0.031 1.148 − 0.287 − 0.175

2 0.280 0.905 0.165 0.955 0.117 − 0.086
3 0.497 0.810 0.172 0.928 0.168 − 0.052
4 0.590 0.773 0.108 1.000 − 0.108 − 0.041

4.3. Simulated model of vehicle-bridge system subjected to wind

excitation
The railway vehicle model with 34 degrees of freedom, which in­
volves one car body, two bogies, and four wheelsets, is assumed to be a
multibody dynamic model. The finite element model of the bridge was
established, which was interpreted into the multibody dynamic analysis
framework as a flexible body. A vehicle-bridge coupling system was
Fig. 12. Simulated wind speed spectrum and target spectrum.
simulated (Zhu et al., 2022). Wind excitation served as the external
excitation. The calculation of the whole-time histories of vehicle running
through the bridge was simulated. The trailer set at the head and the end
of the whole marshalling, and 6 motor cars set in the middle (T+6 × M

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X. Xu et al.
Fig. 13. Auto-correlation function of simulated and target data.
Fig. 14. Cross-correlation between Point 1 and Point 35.
+ T), as shown in Fig. 15. The German lower spectrum was adopted as
rail irregularities. The buffeting force was determined based on a
quasi-steady assumption. The span arrangement of the bridge was 81 +
162+432 + 162+81 m, and the entire length was 918 m.
4.4. Dynamic responses of running vehicle without fluctuating wind
The dynamic responses of running vehicle on the bridge with
Fig. 15. The simulation of vehicle moving through the bridge.
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Journal of Wind Engineering & Industrial Aerodynamics 233 (2023) 105301
different wind directions were investigated, which are the same as the
cases in Table 1. The wind speeds for the key points are the same as those
in Table 2, and linear interpolation is adopted to simulate the wind
speed of the other simulated points along the bridge deck. Case 7, in
which the wind speed is same as the longitudinal bridge, was added as a
comparison issue. The mean wind speed of the mid-span bridge was 20
m/s and the vehicle running speeds were 150, 200, 250, and 300 km/h.
Fig. 16 shows the maximum of the vehicle responses at different running
speeds. The effect of wind speed distribution on vehicle responses is
limited, especially for the acceleration and Sperling rate. The running
speed plays a significant role in vehicle responses. The unloading rate
increased with increasing running speed, acceleration, Sperling rate,
and wheelset. Although the increasing running speed does not change
the effect of the non-uniform wind speed distribution for most responses,
including the acceleration, Sperling rate, and wheelset unloading rate, it
can enhance the maximum corresponding vibration. However, the
derailment coefficient of the vehicle was significantly different for Cases
3 and 4 at running speeds of 250 and 300 km/h.
Because there is a noticeable change in the mean wind speed in Case
3 and 4, the dynamic responses of the first train for Cases 3, 4, and 7
were selected for the investigation. For Case 3, the wind speed on the
vehicle before the vehicle stepped on the mid-span bridge was smaller.
In Case 4, the corresponding wind speed rapidly decreased after the
vehicle ran through the mid-span bridge. The entire history of the wind
speed in Case 7 was constant and relatively large. The vehicle’s re­
sponses at the running speed of 250 km/h are shown in Figs. 17 and 18.
The effect of the wind speed distribution on the unloading rate and
derailment coefficients is essential, but that on the acceleration is
limited. The changing rules of the time histories of the unloading rate
X. Xu et al. Journal of Wind Engineering & Industrial Aerodynamics 233 (2023) 105301

Fig. 16. Maximum of the vehicle responses with different running speeds.

Fig. 17. Time histories of the vehicle responses for three cases.

Fig. 18. Time histories of vehicle acceleration for three cases.

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X. Xu et al. Journal of Wind Engineering & Industrial Aerodynamics 233 (2023) 105301

Fig. 19. Maximum of the bridge displacement with different running speeds.

Fig. 20. maximum of vehicle responses with or without fluctuating wind.

Fig. 21. maximum of bridge responses with or without fluctuating wind.

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X. Xu et al. Journal of Wind Engineering & Industrial Aerodynamics 233 (2023) 105301

and derailment coefficients for the three cases were like those of the
wind speed distribution. Therefore, the non-uniform wind speed distri­
bution dominates the dynamic vibration of the vehicle.
The maximum bridge displacement for different vehicle running
speeds is shown in Fig. 19. The lateral displacement increased with
running speed. The energy of the running vehicle could not impact the
bridge as the running speed exceeded 200 km/h, therefore, the vertical
displacement decreased with increasing running speed. Wind fields
present the strong non-uniform characteristics in this mountain area, the
characteristics also present obviously different among the tested cases.
Non-uniform characteristics of wind field in 7 cases have a significant
and different influences on the maximum of the lateral responses. The
wind speed distributions of Cases 1, 2, and 7 are relatively large, the
corresponding lateral displacement increases and the running speed
cannot change the effect of the wind speed distribution. The shock of
plot of vertical response are smaller than that of lateral responses. The
effect of the non-uniform wind speed distribution on the lateral
displacement of the bridge is essential. Since the dynamic responses of
VB system highly depends on the bridge configuration, these results are
investigated based on the case study. More studies should be involved to
generate the general findings.

4.5. Dynamic responses of vehicle running on bridge with fluctuating wind

Fig. 22. Time histories of bridge responses with fluctuating wind.

The fluctuating wind loads were simulated assuming a quasi-steady

state. The maximum vehicle responses with various non-uniform
winds are shown in Fig. 20. The responses for all cases increased with
the effect of fluctuating wind. Without fluctuating wind, the responses
with different wind distributions are constant. However, fluctuating
wind improves wind distribution on vehicle responses, especially in
Cases 1, 2, and 7 for vertical acceleration, Cases 4 and 7 for lateral ac­
celeration, and Cases 1 and 4 for the derailment coefficient and Sperling
index. The maximum vehicle responses are changeable.
The maximum bridge displacements for all the cases are listed in
Fig. 21. The effect of fluctuating wind on bridge responses is significant,
and the difference between the two factors with the same wind direction
reaches 10%. The lateral displacement subjected to fluctuating wind
becomes smaller for Cases 1, 4, and 7, and the vertical displacement also
decreases for Cases 1 and 5. The turbulence of the fluctuating wind
changes the wind speed distribution, reflecting the more obvious non-
uniform characteristics. The time histories of bridge displacement with
fluctuating wind are drawn in Fig. 22. The vertical displacement is
similar for all cases, which means that the wind speed distribution
involving fluctuating wind has little influence on the vertical vibration
of the bridge. However, the fluctuating wind enhances the effect of the
non-uniform wind speed distribution on the lateral wind. Therefore, the
wind loads dominated the lateral displacement, but the vertical re­
sponses were controlled by vehicle vibration.

5. Conclusion

For the non-uniform characteristics of wind environment in the

mountain area, a wind tunnel model for the bridge site in the moun­
tainous area was established, and the effect on the dynamic responses of
vehicle on the long-span cable-stayed bridge was studied. The main
conclusions are as follows.

1) The mean wind speed at the western part of the bridge was greater
than that at the eastern region due to the mountain’s shielding effect.
The wind speeds along the bridge are sensitive to the wind direction,
which reflect obvious non-uniform characteristics.
2) Without fluctuating wind, the vehicle acceleration and Sperling
index are constant with different wind speed distributions, while the
non-uniform characteristics can impact the wheelset unloading rate
and derailment coefficients. The non-uniform wind speed

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X. Xu et al.
distribution has a dominant influence on the lateral displacement of
the mid-span bridge, but it has a limitation on the vertical vibration.
3) The fluctuating wind has a significant effect on the dynamic re­
sponses of vehicle running on the bridge, which increases/decreases
the responses by 10%. Additionally, the fluctuating wind enhances
the effect of non-uniform distribution on the responses, and the
maximum responses for different cases reflect obvious discrete
characteristics.
For future work, the wind environment for the different mountain
terrains are deserved to be studied by wind tunnel test, numerical
simulation or field measurement. Since the response characteristics of
vehicle passing through different bridges are different, the effects of the
bridge type, bridge span and bridge layout can be discussed.
CRediT authorship contribution statement
Xinyu Xu: Methodology, Project administration, Formal analysis,
Visualization, Writing – original draft. Yongle Li: Supervision, Funding
acquisition. Siyu Zhu: Data curation, Investigation, Writing – review &
editing, Funding acquisition.
Declaration of competing interest
The authors declare that they have no known competing financial
interests or personal relationships that could have appeared to influence
the work reported in this paper.
Data availability
The authors do not have permission to share data.
Acknowledgements
The authors are grateful to the supports from the National Natural
Science Foundation of China (52178453, 51908076), Key research and
development program by Science and Technology Department of
Sichuan Province (2022YFG0255), China Postdoctoral Science Foun­
dation (2020M673155, 2022T150775), Postdoctoral Science Founda­
tion in Chongqing City (2020921004).
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