人群疏散行为仿真技术研究

提出并建立了一种人群疏散仿真模型。针对疏散空间中障碍物的动态布局,采用网格法获得各障碍物包围盒坐标,依据最短路径原则采用几何法确定每个个体起始疏散路径,解决了人群疏散的空间连续性问题。针对人群疏散时个体之间的差异性,依据个体与个体之间的作用力、摩擦力动态改变个体的行进方向,以及依据人群密度采用人群疏散速度模型实时确定每个个体的运动速度,解决了个体之间的动态避碰、绕行和超越等问题。针对人群疏散时多个出口的选择问题,提出了把出口拥挤状态与个体心理慌乱状态相结合的出口选择方法。最后采用粒子系统实现了上述人群疏散行为的二维仿真并取得了较好的效果。     

创意产业集聚区外部交往空间规划探索——“心理-行为-空间”互动视角下的实证研究

创意产业集聚区在促进创意产业发展、优化城市空间结构等方面具有重要意义，而以满足创意阶层特征和需求的创意产业集聚区内部公共空间规划的研究相对较少。从创意阶层交往的“心理-行为-空间”这一互动视角出发，选取南京具有代表性的“创意东8区”为研究对象，通过调查问卷、深入访谈和实地观察对创意阶层的“交往心理-交往行为-交往空间”进行了研究。在此基础上，从人口交往空间、中心交往空间、节点交往空间、道路交往空间等方面提出符合创意阶层心理和行为特征，并能促进交往产生的外部交往空间规划设计建议。     

Socially facilitated egglaying behavior in Mediterranean fruit flies

We examined the behavior of individual mature female Mediterranean fruit flies (medflies), Ceratitis capitata (Wiedemann), transferred from a holding cage without fruit to a clean host kumquat fruit already occupied by another medfly female engaged in ovipositional behavior. A significantly greater proportion of transferred (=test) ovipositionally naive females initiated ovipositor boring into a fruit in the presence than in the absence of an occupying medfly. Moreover, test females commenced boring significantly sooner in the presence than in the absence of another medfly. Interestingly, similar results occurred when a test medfly was transferred to a kumquat occupied by an ovipositing female oriental fruit fly, Bactrocera dorsalis Hendel. In contrast, there was no enhancement of propensity to bore when a test medfly was transferred to a kumquat occupied by a female Biosteres arisanus (Sonan), a parasitoid attacking medfly eggs. The principal proximate stimulus giving rise to the higher tendency to oviposit of a test medfly in the presence of an occupying medfly or oriental fruit fly appeared to be wing-waving by the occupant during an encounter. We consider our findings to be good evidence of socially facilitated ovipositional behavior in ovipositionally naive medflies, and suggest that such females may benefit from acquisition of a cue demonstrating the acceptability of a host for oviposition. Received: 7 July 1997 / Accepted after revision: 30 August 1997     

A time‐lagged investigation of the impact of coworker behavior on the effects of demographic dissimilarity

Although it is clear that coworker absenteeism, tardiness, and turnover can influence an employee's actions, scholars have yet to consider the impact of relational demography on the adoption of these behavioral norms. Inspired by social identity, situational strength, and attraction‐selection‐attrition theories, we proposed that individuals who differ from their coworkers in age, sex, or racioethnicity would feel threatened by their outnumbered status and subsequently motivated to be absent, tardy, or more likely to turnover. However, we expected coworker withdrawal behavior to moderate whether or not dissimilar personnel act on these desires. Results from hierarchical multilevel modeling analyses of data from 470 U.S. call center workers nested in 51 work groups revealed that racioethnic dissimilarity was positively related to time‐lagged changes in absenteeism and tardiness as well as heightened turnover likelihood. These effects emerged only among employees whose coworkers engaged in greater withdrawal behavior. Importantly, racioethnically dissimilar employees working in more permissive climates (i.e., those with high levels of coworker absenteeism, tardiness, or turnover) exhibited the greatest increases in absenteeism and tardiness over three months and had the highest supervisor‐rated turnover likelihood. Implications for diversity management are discussed. Copyright © 2015 John Wiley & Sons, Ltd.     

Perceived prosocial impact,perceived situational constraints,and proactive work behavior: Looking at two distinct affective pathways

This paper examines the role of affect as a linking mechanism between experiences at work (perceived prosocial impact and situational constraints) and two distinct components of proactive work behavior (issue identification and implementation). Based on a dual‐tuning perspective, we argue that both positive affect and negative affect can be beneficial for proactive work behavior. Multi‐level path analysis using daily‐survey data from 153 employees showed that perceived prosocial impact predicted positive affect and that situational constraints as a typical hindrance stressor predicted negative affect. Negative affect, in turn, predicted issue identification, and positive affect predicted implementation. Overall, our study suggests that both positive and negative affects can be valuable in the organizational context by contributing to distinct components of proactive behavior. Copyright © 2015 John Wiley & Sons, Ltd.     

Assessment of Integrated Pedestrian Protection Systems with Autonomous Emergency Braking (AEB) and Passive Safety Components

Objective: Autonomous emergency braking (AEB) systems fitted to cars for pedestrians have been predicted to offer substantial benefit. On this basis, consumer rating programs—for example, the European New Car Assessment Programme (Euro NCAP)—are developing rating schemes to encourage fitment of these systems. One of the questions that needs to be answered to do this fully is how the assessment of the speed reduction offered by the AEB is integrated with the current assessment of the passive safety for mitigation of pedestrian injury. Ideally, this should be done on a benefit-related basis.

The objective of this research was to develop a benefit-based methodology for assessment of integrated pedestrian protection systems with AEB and passive safety components. The method should include weighting procedures to ensure that it represents injury patterns from accident data and replicates an independently estimated benefit of AEB.

Methods: A methodology has been developed to calculate the expected societal cost of pedestrian injuries, assuming that all pedestrians in the target population (i.e., pedestrians impacted by the front of a passenger car) are impacted by the car being assessed, taking into account the impact speed reduction offered by the car's AEB (if fitted) and the passive safety protection offered by the car's frontal structure. For rating purposes, the cost for the assessed car is normalized by comparing it to the cost calculated for a reference car.

The speed reductions measured in AEB tests are used to determine the speed at which each pedestrian in the target population will be impacted. Injury probabilities for each impact are then calculated using the results from Euro NCAP pedestrian impactor tests and injury risk curves. These injury probabilities are converted into cost using “harm”-type costs for the body regions tested. These costs are weighted and summed. Weighting factors were determined using accident data from Germany and Great Britain and an independently estimated AEB benefit. German and Great Britain versions of the methodology are available. The methodology was used to assess cars with good, average, and poor Euro NCAP pedestrian ratings, in combination with a current AEB system. The fitment of a hypothetical A-pillar airbag was also investigated.

Results: It was found that the decrease in casualty injury cost achieved by fitting an AEB system was approximately equivalent to that achieved by increasing the passive safety rating from poor to average. Because the assessment was influenced strongly by the level of head protection offered in the scuttle and windscreen area, a hypothetical A-pillar airbag showed high potential to reduce overall casualty cost.

Conclusions: A benefit-based methodology for assessment of integrated pedestrian protection systems with AEB has been developed and tested. It uses input from AEB tests and Euro NCAP passive safety tests to give an integrated assessment of the system performance, which includes consideration of effects such as the change in head impact location caused by the impact speed reduction given by the AEB.     

The Real-World Safety Potential of Connected Vehicle Technology

Objective: This article estimates the safety potential of a current commercially available connected vehicle technology in real-world crashes.

Method: Data from the Centre for Automotive Safety Research's at-scene in-depth crash investigations in South Australia were used to simulate the circumstances of real-world crashes. A total of 89 crashes were selected for inclusion in the study. The crashes were selected as representative of the most prevalent crash types for injury or fatal crashes and had potential to be mitigated by connected vehicle technology. The trajectory, speeds, braking, and impact configuration of the selected in-depth cases were replicated in a software package and converted to a file format allowing “replay” of the scenario in real time as input to 2 Cohda Wireless MK2 onboard units. The Cohda Wireless onboard units are a mature connected vehicle technology that has been used in both the German simTD field trial and the U.S. Department of Transport's Safety Pilot project and have been tuned for low false alarm rates when used in the real world. The crash replay was achieved by replacing each of the onboard unit Global Positioning System (GPS) inputs with the simulated data of each of the involved vehicles. The time at which the Cohda Wireless threat detection software issued an elevated warning was used to calculate a new impact speed using 3 different reaction scenarios and 2 levels of braking.

Results: It was found that between 37 and 86% of the simulated crashes could be avoided, with highest percentage due a fully autonomous system braking at 0.7 g. The same system also reduced the impact speed relative to the actual crash in all cases. Even when a human reaction time of 1.2 s and moderate braking of 0.4 g was assumed, the impact speed was reduced in 78% of the crashes. Crash types that proved difficult for the threat detection engine were head-on crashes where the approach angle was low and right turn–opposite crashes.

Conclusions: These results indicate that connected vehicle technology can be greatly beneficial in real-world crash scenarios and that this benefit would be maximized by having the vehicle intervene autonomously with heavy braking. The crash types that proved difficult for the connected vehicle technology could be better addressed if controller area network (CAN) information is available, such as steering wheel angle, so that driver intent can be inferred sooner. More accurate positioning in the real world (e.g., combining satellite positioning and accelerometer data) would allow the technology to be more effective for near-collinear head-on and rear-end crashes, because the low approach angles that are common in such crashes are currently ignored in order to minimize false alarms due to positioning uncertainty.     

绿灯倒计时信号对驾驶行为的影响

为揭示绿灯倒计时信号对交叉口交通安全的影响,针对不同交通负荷与信号控制方式下的驾驶行为开展研究。选择大连市内的倒计时信号交叉口与非倒计时信号交叉口各2处,开展车辆行驶速度及不良驾驶行为调查。用数理统计方法,对比分析2类交叉口在平峰与高峰时段的车辆行驶速度特性,同时对比分析上述不同条件下闯黄灯及违规变道行为的发生数量。研究表明,绿灯倒计时信号在绿灯时间末期,会诱发一部分驾驶员加速行驶通过交叉口;绿灯倒计时信号在平峰时段对闯黄灯行为数量的影响较小,而对违规变道行为的数量有显著影响。     

氧化石墨烯对亚甲基蓝和铜离子的共吸附行为研究

氧化石墨烯(GO)具有高比表面积和丰富的含氧官能团,表面存在着大量的吸附点位,被认为是去除水体污染物的高效吸附剂,而其在有机物-重金属复合污染环境中的吸附行为却鲜有报道.因此,本文采用改良Hummers法制备出GO,通过扫描电镜(SEM)、透射电镜(TEM)、红外光谱(FTIR)、拉曼光谱(Raman)和X射线衍射(XRD)等物理表征方法对GO的形貌结构和表面官能团进行了表征.随后,侧重研究了GO对有机物及重金属污染物的单独和共吸附行为,选取亚甲基蓝(MB)与Cu(Ⅱ)作为复合污染水体的特征污染物,探讨了不同浓度Cu(Ⅱ)对MB及不同浓度MB对Cu(Ⅱ)的吸附性能的影响.结果表明,不同类型的污染物单独存在时,GO对MB和Cu(Ⅱ)的吸附量分别为29.13和424.16mg·g-1;而当上述两种污染物共存时,GO对MB和Cu(Ⅱ)的吸附性能均明显下降,这说明MB与Cu(Ⅱ)在GO表面的吸附点位存在着竞争吸附关系,并且MB对Cu(Ⅱ)吸附的抑制作用明显高于Cu(Ⅱ)对MB吸附的影响.     

基于环境科学优化城市公园的设计研究

基于环境科学优化城市公园的设计研究,中国城市公园存在着环境品质不高的状况.为实现公园景观的整体优化,引入环境科学理论,关注环境与人在行为之间的作用.从对城市公园的设计,制定研究框架,并根据研究结果确立景观设计的策略.关于公园的设计表明,基于环境科学的城市公园设计研究是可行的,它从城市公园空间建设的本质入手,抓住提高城市公园环境品质的实质,才能满足城市公园的设计,同时也可以考虑优化城市公园的设计的推广性.