Actual Cycling Research Articles

A phase transition coordinated monoclinic Fe-based Prussian blue for high-performance sodium-ion battery cathode

Prussian blue analogs (PBAs) are ideal cathode materials for sodium-ion batteries (SIBs) owing to their cost-effectiveness, good low-temperature performance, and facile synthesis process. Nevertheless, their actual capacity and cycling stability limit practical application. Herein, a new chelating agent, sodium tartrate, is proposed to synthesize high-quality Fe-based Prussian blue (HQ-NFF) with enhanced Na content and a stable structure through chelation effect-assisted co-precipitation. The crystal structure of HQ-NFF undergoes a phase transition to a Na-rich monoclinic phase after full discharge, leading to improved capacity and cycling stability. The HQ-NFF cathode exhibits an ultra-high capacity of 160.8 mAh g−1 and a capacity of 146.1 mAh g−1 at 2 C, with a capacity retention of 75.3 % after 150 cycles. Moreover, a 3D-printed HQ-NFF cathode with an areal loading of 7.88 mg cm−2, delivers a high areal capacity of 0.969 mAh cm−2 and good rate capability.

Organic Anodes with Nearly 100% Initial Coulombic Efficiency Enabled by Wet‐Chemically Constructed Artificial Solid‐Electrolyte Interphase Film toward High‐Energy‐Density Organic Full Batteries

AbstractLithium‐ion batteries (LIBs) built on inorganic anodes have achieved great commercial success. By contrast, the practical application of organic anode materials encounters key bottlenecks including electronic insulation, high solubility, and poor initial coulombic efficiency (ICE). Among them, improving ICEs (normally 30–60%) faces enormous challenges in both theory and technology, and there has been no substantial breakthrough yet. Herein, a wet chemical pretreatment technology to increase the ICE of maleic acid (MA)‐based anodes from 43.2% to nearly 100% is proposed for the first time, and this strategy demonstrates universal applicability. Typically, the wet chemical pretreatment involves reacting with lithium‐biphenyl to form LixMA intermediates (x = 4–6) and further forming a compact artificial solid‐electrolyte interphase (SEI) film through the spontaneous reaction between active LixMA and battery organic electrolytes. This wet chemically‐constructed artificial SEI layer can almost completely suppress lithium loss in the initial cycle of the MA electrode and significantly boost the actual output energy density, rate capability, and cycling durability of MA anode‐based full batteries. Significantly, the study further demonstrated that a series of organic anode materials with high ICEs can be achieved through similar wet chemical pretreatment. This work will open up the true application of high‐ICE organic anodes in LIBs.

“My sense of nationality goes totally berserk”

When Denmark hosted the Grand Départ of the Tour de France in 2022, the riders were met by huge crowds and a jubilant atmosphere. On Twitter, Danish and international audiences extended this behavior as co-producers of a transmedia sports event of global reach. Using the theoretical framework of a typology depicting four general discursive tweet modes, this study examines the communicative patterns involved as Danish residents shared their experiences and reactions to hosting the Grand Départ. A content analysis of their tweets revealed that the exceptional circumstances of hosting a major sporting event prompted them to focus more on themes surrounding the event than on the actual cycling. A subsequent qualitative analysis of Danish and international tweets focusing on the inter- play of global and local themes surrounding the Danish Grand Départ identifies evaluative, participatory, humorous/ironic, and emotional dimensions as central expressions of glocal consciousness.

GeO2 Nanoparticles Decorated in Amorphous Carbon Nanofiber Framework as Highly Reversible Lithium Storage Anode.

Germanium oxide (GeO2) is a high theoretical capacity electrode material due to its alloying and conversion reaction. However, the actual cycling capacity is rather poor on account of suffering low electron/ion conductivity, enormous volume change and agglomeration in the repeated lithiation/delithiation process, which renders quite a low reversible electrochemical lithium storage reaction. In this work, highly amorphous GeO2 particles are uniformly distributed in the carbon nanofiber framework, and the amorphous carbon nanofiber not only improves the conduction and buffers the volume changes but also prevents active material agglomeration. As a result, the present GeO2 and carbon composite electrode exhibits highly reversible alloying and conversion processes during the whole cycling process. The two reversible electrochemical reactions are verified by differential capacity curves and cyclic voltammetry measurements during the whole cycling process. The corresponding reversible capacity is 747 mAh g-1 after 300 cycles at a current density of 0.3 A g-1. The related reversible capacities are 933, 672, 487 and 302 mAh g-1 at current densities of 0.2, 0.4, 0.8 and 1.6 A g-1, respectively. The simple strategy for the design of amorphous GeO2/carbon composites enables potential application for high-performance LIBs.

Interfacial engineering of Ag nanoparticle-decorated polypyrrole@Co(OH)2 hetero-nanostructures with enhanced energy storage for hybrid supercapacitors

Battery-type electrode materials (BTEMs) still suffer from unsatisfactory actual specific capacities and cycling stability, which impede their applications in hybrid supercapacitors (HSCs). Herein, we report an interfacial engineering strategy to improve the energy storage performance of Co(OH)2-based BTEMs by constructing the polypyrrole (PPy)@Co(OH)2 @Ag hetero-nanostructures (HNs). In such HNs, Co(OH)2 nanosheets are initially grown onto PPy nanowires on Ni foam, which offer rich electroactive sites, efficient charge transport, and good mechanical stability. More importantly, density functional theory (DFT) calculation results indicate that the subsequent decoration of Ag NPs on Co(OH)2 nanosheets provides an enhanced electrical conductivity as well as a reduced surface adsorption energy of OH- at Co(OH)2 nanosheets compared to the PPy@Co(OH)2 HNs without the decoration of Ag NPs. Consequently, the prepared PPy@Co(OH)2 @Ag electrode material demonstrates a specific capacity of up to 277 mA h g−1 at 2 A g−1, 72 % capacity retention at 20 A g−1 together with a 92 % capacity retention over 5000 cycles at 10 A g−1. Furthermore, a HSC device using the PPy@Co(OH)2 @Ag as positive electrode has been fabricated to achieve an energy density of 54.4 W h kg−1 at 800 W kg−1. This work provides a new insight into the structural design of BTEMs for their applications in HSCs.

Current-Corrected Cycling for True Electrode Performance Measurement

In battery research, galvanostatic cycling is the most widely used method to evaluate electrode performance.1 By applying pre-set current throughout the test, this method often fails to accurately reflect electrode performance at the designed cycling rate (particularly for high-rate cycling) because the actual capacity can be considerably affected by polarization and electrode degradation.2 To address this issue, a current-corrected galvanostatic cycling (CCGC) method is proposed, in which the current is actively adjusted during cycling based on the measured capacity of previous cycles.3 Compared to the traditional galvanostatic cycling (TGC) method, which may result in cycling rates that are hundreds of times faster than the designed rate, the proposed cycling strategy can effectively measure rate-dependent electrode performance precisely at designated rates.As shown in Figure 1, graphite electrodes were cycled in half cells at different rates ranging from C/20 to 5C using TGC and CCGC methods. For TGC, the capacity decreases quickly at rates higher than C/5 and becomes negligeable when the rate is ≥ 2C. This is because the actual cycling rates are much higher than the designed rates when the capacity becomes lower due to polarization, as shown in Figure 1(b). For instance, at a designed 5C rate, the observed actual cycling rate for TGC is 1200 C – 3600 C, about 500 times higher than the designed rate. In addition to the low capacities at high rates, at C/2 the capacity is not stable, due to the increasing overpotential, which causes staging plateaus to be truncated by the lower potential cutoff. References J. Liu et al., Nat. Energy, 4, 180–186 (2019).C. Heubner, M. Schneider, and A. Michaelis, Adv. Energy Mater., 10, 1902523 (2020).Z. Yan, B. Scott, S. L. Glazier, and M. N. Obrovac, Batter. Supercaps (2021) doi: 10.1002/batt.202100345. Figure 1 (a) Lithiation capacity and (b) the actual cycling rate of graphite electrodes cycled at different rates using CCGC and TGC. Reproduced with permission from ref 3. Copyright 2021 Wiley-VCH GmbH. Figure 1

A time-dependent diffusive model for the simulation of chloride penetration in concrete considering the effect of natural salt freeze-thaw cycles

In marine cold regions, reinforced concrete (RC) structures are affected by the coupling action of chloride erosion and freeze-thaw (FT) cycles. The coupling effects will lead to the concrete deterioration, accelerate the chloride diffusion process, and significantly reduce the service life of RC structures. In this investigation, a chloride diffusive model considering the time-varying effects of FT damage and temperature was proposed to quantify the diffusion of chloride in concrete under the action of natural salt freeze-thaw cycles (SFTCs) or under the action of alternating environment, in which the salt FT cycling environment and the pure chloride diffusion environment appear alternately. In addition, a natural salt FT cycling experimental method was put forward, which can simulate the actual salt FT cycling process of concrete in tidal zone. Chloride content and the dynamic elastic modulus (DEM) of specimen were determined after corresponding exposure duration, i.e., 30 d, 60 d, 80 d, 100 d and 120 d. Meanwhile, during the exposure time, the temperature at different positions (air temperature, water temperature, central temperature of the specimen in atmospheric area, tidal zone, and underwater area) was monitored continuously. The results show that the maximum number of FT cycles in this experiment is 36, and the average FT minimum temperature is −4.3 °C. The cycle of FT action is 24 h, and the ratio of freezing time and thawing time is about 5:1. After the initiation of FT action, the DEM decreases linearly with exposure time, with maximum loss of about 3% in one winter. Compared with the previously reported rapid FT cycling test data, the loss of DEM caused by one rapid FT cycle is about 9.3 times of that caused by one natural salt FT cycle. Besides, the mass loss of concrete under natural SFTCs for one winter in Tianjin area is about 0.3%. And chloride profiles in concrete deepened with exposure duration. Subsequently, the proposed model was used to simulate the diffusion of chloride in concrete under the experimental conditions. The chloride contents simulated by the proposed model agree well with the test results, showing that this model is applicable to predict the diffusion of chloride in concrete exposed to the action of alternating environment.

The impacts of the built environment on bicycle-metro transfer trips: A new method to delineate metro catchment area based on people's actual cycling space

Bicycle-metro integration is an efficient method of solving the “last mile” issue around metro stations. Built environment is believed to have a significant effect on cycling behavior. However, transfer cycling around metro stations, as a specific type of cycling behavior, has often been overlooked in transport research. In addition, static contextual units such as circular or street-network buffers are typically used to delineate metro catchment areas of transfer cycling trips. These methods are inaccurate to represent the actual geographic contexts of cycling trips, according to the uncertain geographic context problem (UGCoP). Thus, in this study, bicycle-metro catchment areas are delineated based on aggregating the end points of over three million transfer cycling trips. The impact of the built environment on transfer cycling behavior is also explored.First, we find that the aggregate-points buffer outperforms traditional static buffers in predicting transfer cycling trips. Second, we also identify a high level of spatial heterogeneity in catchment area and transfer cycling density between urban and suburban areas. Third, residential and working population density, bus stop density, and metro stations accessibility have a significant effect on bicycle-metro transfer cycling.

Effect of Pt and Ionomer Distribution on Cell Performance and Durability

1. PurposeFurther improvement in initial performance and durability is required for the widespread use of polymer electrolyte fuel cells. So far, many researchers reported that the position of Pt particles affects ORR activity and cell performance in a catalyst using carbon black (CB) as a support. In recent years, the focus has been on creating a catalyst structure and ionomer coating that maximizes Pt utilization by supplying protons and oxygen to the surface of Pt particles, but the guidelines for maximizing Pt utilization are not clear. In addition, since the durability test is performed by sweeping the potential under H2 / N2 conditions, the influence of generated water cannot be taken into consideration, and it is considered that the deterioration of the catalyst due to actual operation is different. In this study, the coating state of ionomer was considered from the results of N2 gas adsorption measurements, and the design guidelines for maximizing the Pt utilization rate were examined. Furthermore, an actual load cycling test was conducted under H2 / air conditions to investigate the effect of the catalyst structure on the deterioration of cell performance.2. ExperimentPt was supported on CB samples with specific surface areas of about 800 m2 / g (K8) and about 1300 m2 / g (K13) as supports to prepare the catalysts, Pt / K8 and Pt / K13. Ionomer was added to these catalysts and sprayed on the electrolyte membrane to prepare a cathode catalyst layer. An anode catalyst layer was prepared on the opposite surface and pressed together with the GDL by hot-pressing to form the MEA. N2 gas adsorption measurement of the cathode catalyst layer and evaluation of MEA power generation performance were performed. We also defined the hysteresis volume of P / P0 = 0.5 on the isotherm as the volume of the primary pores of the catalyst. The cell conditions were a relative humidity of 80% (cell temperature, 80 °C), a hydrogen utilization rate of 80%, and an oxygen utilization rate of 40%. Three types of catalysts including (Pt / K4) were used, including a catalyst prepared using CB with a specific surface area of about 400 m2 / g (K4) as a support in an actual load cycling test, in which each cycle consisted of OCV (60 s) and 0.53 A / cm2 (30 s), with a total cycle number of 10,000, under the same conditions.3. Results and DiscussionAs a result of the N2 gas adsorption measurements, it was found that Pt / K8 and Pt / K13 mainly have pores with a diameter of 2 to 10 nm. Figure 1(a) shows P / P0 = 0.5 hysteresis volume and (b) shows the current density at 0.6 V at the weight ratio (I / C) of each ionomer to CB. A sharp decrease in the hysteresis volume was observed at I / C 1.3 (Pt / K8) and I / C 1.7 (Pt / K13). On the other hand, since the current density was maximized at I / C values below these, it can be concluded that the rapid decrease in hysteresis is caused by the ionomer covering the pores of the catalysts. The cell performance deterioration may be caused by the Pt particles supported inside the pores becoming unavailable. In addition, Pt / K13, which has a small Pt particle size and a long interparticle distance, showed high cell performance and a high ECSA value after the durability test. Since the small Pt particle size was maintained even after the durability test, it is considered that the long distance between Pt particles suppressed the coarsening due to Ostwald ripening and aggregation, and thus showed high durability. Based on these results, we conclude that the cell performance and durability can be improved by coating the catalyst pores with ionomer so as not to cover them and increasing the distance between Pt particles. Figure 1

BEHAVIOR OF APSED TBCS SUBJECTED TO COOLING MEDIA IN THERMAL CYCLE SYSTEMS

In this study, first, yttria stabilized zirconia (YSZ) thermal barrier coatings (TBCs) with CoNiCrAlY bond coats both were fabricated on IN718 superalloy substrate, using air plasma spraying (APS) techniques. In order to understand the actual microstructural morphological behavior, phase stability, and thermal cycling behaviors of 8YSZ TBCs were characterized by field emission spectroscopy equipped scanning electron microscopy (FESEM), differential scanning calorimetry (DSC) and thermal cycling test. DSC results confirmed the basic reason of selecting the high cycling temperature. The crack initiation and propagation under thermal stresses due to temperature differences from maximum temperature of 1100∘C to cooling medium; here, air cooling and water quenching are used. Arising from either edges or corners it was observed serious problem which is restraining thermal cycling lifetime of TBCs, indicating failure mechanism is independent from operating parameters of thermal cycling test. However, in comparison to water-cooled thermal fatigue life, air-cooled thermal fatigue lifetime was 2.36 times better.

A novel SnS2 nanomaterial based on nitrogen-doped cubic-like carbon skeleton with excellent lithium storage

SnS2 has been identified as an up-and-coming anode candidate for lithium-ion batteries (LIBs) with its high theoretical capacity. Nevertheless, the material's rate performance and stability properties during actual cycling are still constrained by the striking volume expansion and weak ions dynamics. Thus, we upgrade a novel nitrogen-doped strategy based on MOFs materials to solve the above problem. The nitrogen source is successfully introduced under vacuum conditions by using different N-containing organic ligands to replace the position of the solvent sites on the MOF clusters. Finally, the material was obtained by high-temperature vulcanization under vacuum conditions, which retained the like-hexahedral carbon skeleton of the precursor to suppress volume expansion effectively. The introduction of nitrogen not only enhances the mechanical capability of the carbon skeleton but also enhances the electrical conductivity of the material. The SnS2/C-NB composites exhibit excellent cycle stability (maintains 1080.1 mAh g−1 for 200 cycles at 100 mA g−1, which stays at 84.1%; maintains 660.2 mAh g−1 for 200 cycles at 1000 mA g−1, which stays at 82.5%) with the synergistic protection of nitrogen-doped/carbon-coated and shorter ions/electrons transfer channels. The present work provides a new idea for the preparation of nitrogen-doped materials to enhance the cycling stability and rate performance of LIBs.

Influence of wind speed and road grade on the estimation of drag area in cycling

ABSTRACT The estimation of aerodynamic drag in cycling through road tests has the advantage of considering actual cycling conditions. The main drawback is that its accuracy depends on factors of the testing scenario as the wind speed v w and the road grade θ . For that reason, the effect of v w and θ on the estimation of drag area ( C D A ) was studied. Numerical and experimental approaches were combined. The numerical approach investigated the sensitivity of C D A to v w and θ perturbations. The experimental approach analysed the effect of including or not v w and θ on the identification of C D A by comparing the changes in the prediction of power delivered. It was found that disregarding small values of v w (e.g. 0.5 m/s) and θ (e.g. gradient of 0.05%) leads to errors in the estimation of C D A of around 10%, referred to the actual value. It was also obtained that the average error of the power prediction when considering v w and θ for the identification of the parameters is about 4.4% and about 25.5% when v w and θ are neglected. It is concluded that including v w and θ data reduces the error on the identification of C D A through outdoor road experiments.

The Pedaling evaluation method using surface EMG and power data during actual road cycling

The Pedaling evaluation method using surface EMG and power data during actual road cycling

A qualitative study of the accessibility of a typical UK town cycle network to disabled cyclists

IntroductionCycling offers significant benefits for disabled people in the form of independent mobility and improved management of chronic health conditions, such as heart disease, diabetes and obesity through increased physical activity. However, disabled people in the UK have a lower propensity to cycle than the general population. This is often assumed to reflect lower levels of interest and reduced capability to cycle, although there is little reported evidence on the actual cycling experiences of disabled people. This study contributes to knowledge in the field by exploring the infrastructural and environmental challenges negotiated by a group of disabled people who currently cycle and utilise the cycle network in Swindon - a typical large town in the UK. MethodsFocus groups and in-depth interviews were conducted with 16 disabled cyclists and support workers from an inclusive cycling centre. Some participant also chose to take part in a ‘ride-along’ interview to complement participants' own accounts with observational data. ResultsParticipants who used adapted cycles experienced the greatest difficulties in using the cycle network and generally considered their cycles unsuitable for transportation purposes. This was due to both physical obstructions and a requirement to ‘dismount’ in pedestrianised areas where cycling is prohibited. Compared with adapted cycle-users, participants with ‘invisible disabilities’ using standard cycles experienced a greater sense of vulnerability when cycling in motor traffic, as drivers exhibited less care around them. Financial and social barriers to cycling also emerged strongly in participants' accounts. ConclusionsMany challenges faced by disabled cyclists reflect those experienced by non-disabled cyclists, but barriers are much more profound for disabled people. Public authorities need to improve the inclusivity of cycling in towns through measures such as: creating pathways to help more disabled people progress from learning to cycle to cycling independently; regular audits of the network using an adapted cycle; and legally recognising cycles as mobility aids.

Enhancement of Board Level Reliability on Automotive DRAM Package by Optimized Thermal & Mechanical Properties

Abstract As increased in demand for using memory devices in automotive applications, board level reliability (BLR) has been the one of the critical issue for using FBGA type packages in automotive. The required specification of BLR is listed in various standards (AEC-Q100, Q104 etc) and it is varied by automotive application customers. Most of customers are targeting grade from 1 to 3, however, requirement to memory package is grade 1 (−40°C~125°C). Currently low power (LP) memory device is widely adopted in automotive applications due to its wide bandwidth and high density capability. From package reliability point of view, it is challenge to satisfy the required BLR for target package by 1) dimension optimization, 2) selection of material, 3) mount condition, and 4) work around method. In this paper, the best combination to achieve the highest BLR life time was investigated compared with current mobile application LP4 package. Large pad size with large ball, high content of Ag in solder ball and Ni/Au pad finish were the best combination to result in the longest life time. Various density of LP4 package BLR were also estimated by mechanical simulation based from actual thermal cycling test on the highest Si volume LP4 package.

Effect of virtual reality-simulated exercise on sympathovagal balance.

Discovery of therapeutic avenues to provide the benefits of exercise to patients with enforced sedentary behavior patterns would be of transformative importance to health care. Work in model organisms has demonstrated that benefits of exercise can be provided to stationary animals by daily intermittent stimulation of adrenergic signaling. Here, we examine as a proof of principle whether exposure of human participants to virtual reality (VR) simulation of exercise can alter sympathovagal balance in stationary humans. In this study, 24 participants performed 15 minutes of cycling exercise at standardized resistance, then repeated the exercise with a virtual reality helmet that provided an immersive environment. On a separate day, they each controlled a virtual environment for 15 minutes to simulate exercise without actual cycling exercise. Response to each treatment was assessed by measuring heart rate (HR), norepinephrine, and heart rate variability, and each participant's response to virtual exercise was compared internally to his/her response to the actual cycling. We found that neither post-exercise norepinephrine nor post-exercise HR was significantly increased by VR simulation. However, heart rate variability measured during virtual exercise was comparable to actual cycling in participants that engaged in moderate exercise, but not in those that engaged in high-intensity exercise. These findings suggest that virtual exercise has the potential to mimic some effects of moderate exercise. Further work will be needed to examine the longitudinal effects of chronic exposure to VR-simulated exercise.

Is eye-level greening associated with the use of dockless shared bicycles?

Cycling for recreational or commuting purposes has multiple benefits. Understanding the factors that influence the use of bicycles is important to formulate policies and promote their use. Previous studies have reached a consensus on the impact of built environments on the use of bicycles. However, very few studies have used actual cycling data to measure bicycle use, and differing opinions exist on the impact of greening on cycling. In this study, a large sample of actual shared bicycle use data is adopted to study the factors associated with the use of shared bicycles particularly the influence of greening factors. Taking Shenzhen as an example, travel information on 248,000 shared bicycles in the city is obtained by using a web crawler, and a total of 901,760 trips are identified. Regression analysis confirms the positive impact of eye-level greening on cycling and finds that the Green coverage index has no significant impact on cycling. This study suggests that, in order to build a cycling-friendly urban environment, more attention should be paid to three-dimensional eye-level greening, rather than to traditional plane greening such as urban green land. It also shows the web-crawled shared bicycle use and street green view image are novel and reliable data source for measuring eye-level urban greenness and its association with cycling, which is also applicable to cycling studies in other cities.

Recent progress in nickel oxide-based electrodes for high-performance supercapacitors

In recent years, interest in nanostructured electrode materials for use in supercapacitors has been on the rise. Nickel oxide has been reported as a good candidate for supercapacitor applications due to its high theoretical capacitance and low cost. However, its poor electrical conductivity has resulted in actual poor specific capacitance and cycling ability. Over the years, researchers have studied various techniques to modify the structure and composition of NiO with the aim of improving its electrochemical performance. In this review, we opine that NiO-based electrodes can be fabricated using different approaches and different composite forms in order to obtain cells of high efficiency and specific capacitances. We discuss the recent advances in NiO-based electrodes fabricated using different approaches.

Using road class as a replacement for predicted motorized traffic flow in spatial network models of cycling

Recent years have seen renewed policy interest in urban cycling due to the negative impacts of motorized traffic, obesity and emissions. Simulating bicycle mode share and flows can help decide where to build new infrastructure for maximum impact, though modelling budgets are limited. The four step model used for vehicles is not typically used for this task as, aside from the expense of use, it is designed around too-large zone sizes and a simplified network. Alternative approaches are based on aggregate statistics or spatial network analysis, the latter being necessary to create a model sufficiently sensitive to infrastructure location, although still requiring considerable modelling effort due to the need to simulate motor vehicle flows in order to account for the effect of motorized traffic in disincentivising cycling. The model presented uses an existing spatial network analysis methodology on an unsimplified network, but simplifies the analysis by substituting explicit prediction of motorized traffic flow with an alternative based on road classification. The method offers a large reduction in modelling effort, but nonetheless gives model correlation with actual cycling flows (R2 = 0.85) broadly comparable to a previous model with motorized traffic fully simulated (R2 = 0.78).

Research on Cycling Distance Based on Cyclist Perception

Traffic congestion and environmental pollution have become more serious problems in the urban development process, and the choice of bicycle travel can effectively improve these problems. Firstly, this paper adopts stated preference (SP) survey, taking the bicycle survey in Xi’an as a data sample to analyse the influencing factors of cyclists’ path choice based on understanding the cyclist’s perception. It is found that mixed traffic is the main factor affecting the proportion of bicycle trips. Then, using revealed preference (RP) survey obtains the OD and path of cyclists and records bicycle facilities settings along the way. Based on the above conclusions, a multivariate linear regression model is established for the logarithmic value of the actual cycling distance and the cycling distance of various bicycle facilities. It is found that adding 1 km of cycling lanes separated with obstacles, cycling lanes separated with dashes adjacent to bus lanes and cycling lanes without bicycle facilities, cyclists are willing to increase the cycling distance by 1.968 km, 1.433 km and 1.405 km.