基于驾驶员模型参数辨识的疲劳驾驶研究

提出一种利用驾驶员模型反演方法来进行驾驶员疲劳诊断研究的新方法。首先利用预瞄神经网络建立适应于复杂路况条件下的驾驶员-汽车-道路闭环模型,然后定义特定行驶轨迹内理论数据与试验数据的近似度为目标函数,将驾驶员参数的反演问题转化为多目标优化问题,采用基于实数编码混沌变异量子遗传算法的优化方法,获得全局最优解。试验中采用脑电和主观疲劳心理评测结合的方法确定被试者的疲劳状况。在每种疲劳状况下对驾驶员参数进行辨识,对结果进行统计分析表明,在考虑到车型、道路曲率等因素条件下驾驶员参数分布与驾驶员的疲劳状况有很强的相关性。     

Analysis on Temporal and Spatial Changes and Driving Forces of Poverty-Stricken Areas in Hebei Province

1 INTRODUCTIONPoverty is a social phenomenon accompanying the processof human development (Shen Hong, 2000),it is also oneof the Three Ps problems (poverty, pollution andpopulation),alleviating and eliminating poverty has beenone of the major concerns in many countries. Since Chinesegovernment has implemented the anti-poverty programin a planned way in 1986, the number of impoverishedpopulation has decreased year by year, especially after theimplementation of National Seven-Year Anti-p…     

GIS支持下的小尺度土地驱动力研究--以宜兴市湖滏小流域为例

为了能够建立土地演化的模拟模型，在ARCINFO中的GRID模块的支持下，对宜兴市湖滏小流域的土地驱动力进行了探讨，建立了以像元为单位的属性数据库，并随机选取了600个样点。分析则采用了LOGISTIC模型，探讨了社会经济因子与土地类型转移概率间的关系，揭示了任意两个土地类型相互转换的驱动力及整个地区的土地变化驱动力。最后讨论了该模型模拟预测时的局限性，说明其不是合适的模拟模型，而仅是分析土地驱动力较好工具。这种分析是进一步用概率方式逐个模拟地块(patch)演化的基础，因而具有一定的现实意义。     

武汉市新洲区耕地数量变化驱动机制分析

依据武汉市新洲区1996—2004年耕地面积和社会经济统计数据,运用主成分分析和回归分析方法分析了该区耕地面积变化的驱动因素。结果表明,近年来经济发展、人口增长、社会进步、畜牧业及工业发展是新洲区耕地面积减少的主要驱动因素。     

Freight transport and non-driving work duties as predictors of falling asleep at the wheel in urban areas of Crete

BACKGROUND: This study investigated the impact of subjective reports of drowsy driving and non-driving duties on the falling asleep responses and road crash involvement of professional drivers in Crete. An attempt was also made to elucidate other driving parameters, such as freight transportation, which could be potential predictors of risky driving, after controlling for lifestyle patterns. METHOD: A sample of 317 professional drivers was studied through personal interviews. The interview questionnaire included items about sleep and fatigue as contributing factors to falling asleep probability and crash risk. In addition, the drivers reported the type of freight they carried in their last trip, as well as practices such as smoking and alcohol consumption. RESULTS: The first logistic regression analysis showed that the most significant predictors of falling asleep at the wheel were transportation of fruits/vegetables and livestock, non-driving hours of work, insufficient hours of sleep, and smoking. The second logistic regression analysis revealed all the previous items as powerful factors of crash probability, including the transportation of express freight and freezer. IMPACT: The findings of the current study are discussed as they pertain to directions for future studies and for the development of fatigue countermeasures.     

资源驱动型旅游地中心城市形象研究——以黄山市屯溪区为例

资源驱动型旅游地中心城市是我国普遍存在的一种旅游城市类型，但对这类城市形象的研究相对较少。以黄山市屯溪区为例，在感知形象测度的基础上，利用定性与定量方法论结合分析其感知形象现状和问题，并提出解决方案，总结出该类型城市在形象建设中应当注意的四对矛盾。     

生态旅游资源利用与保护主体行为的博弈分析

生态旅游资源的利用与保护过程是相关利益主体间利益协调和行为协作的博弈过程。本文通过对生态旅游资源相关利益者利益问题的博弈分析，阐释了利益主体对资源过度利用及保护不力的动因，分析了如何建立一种利益主体之间的利益博弈规则，并使它在一定条件下成为各利益主体能够共同自觉遵守和自我实施的一种内生的资源有效利用和保护制度。     

综掘工作面卸压槽防突措施试验研究

通过对卸压槽防突机理的系统分析 ,研制了直接利用掘进机自身动力驱动和控制开挖连续卸压槽装置 ,进行了水平槽、两帮竖槽开挖工艺试验 ,成功地开挖出连续卸压槽 ,对卸压槽的瓦斯排放效果、有效排放半径进行了考察。试验结果表明 ,卸压槽有效地消除了激发突出的应力 ,排放了煤体中的瓦斯 ,增大了煤体抑制突出的阻力 ,很好地起到了综合防突的作用。     

黄河河川基流量演化规律及其驱动因子探讨

河川基流量是指地下水补给河川径流的水量。论文首次对黄河河川基流量50年来的时空演化规律和驱动因子做了较为全面的分析。研究表明:黄河河川基流量约占黄河河川径流量的44%,黄河河川基流量对维持健康黄河具有重要意义。受自然变化和人类活动影响,黄河干支流河川基流量50年来总体呈下降趋势;支流基流量变化可划分为双峰型、单峰型、直线下降型3种类型,干流区间基流量主要减少在黄河中游地区。黄河河川基流量具有维持河川径流、维护河流生态、湖泊以及表生生态植被良性发展等多种功能,河川基流量衰减导致湖泊萎缩、表生植被退化、加剧黄河断流等一系列生态环境负效应。通过对驱动因子进一步分析表明,降水量是维持河川基流量的主要来源,其变化影响黄河河川基流量变化趋势。人类活动是黄河河川基流量驱动因子中最活跃的因子,基流量衰减最明显的地区也是人类活动频繁的地区。因此维持健康的黄河必须要对黄河基流量进行科学保护和合理开发利用。     

Real-world vehicle emission factors in Chinese metropolis city--Beijing

The dynamometer tests with different driving cycles and the real-world tests are presented. Results indicated the pollutants emission factors and fuel consumption factor with ECE15 EUDC driving cycle usually take the lowest value and with real wodd driving cycle occur the highest value, and different driving cycles will lead to significantly different vehicle emission factors with the same vehicle. Relative to the ECE15 EUDC driving cycle, the increasing rate of pollutant emission factors of CO, NOx and HC are - 0.42--2.99, - 0.32--0.81 and - 0.11--11 with FTP75 testing, 0.11--1.29, - 0.77--0.64 and 0.47--10.50 with Beijing 1997 testing and 0.25--1.83, 0.09--0.75 and - 0.58--1.50 with real wodd testing. Compared to the carburetor vehicles, the retrofit and MPI TWC vehicles‘ pollution emission factors decrease with different degree. The retrofit vehicle (Santana) will reduce 4.44%--58.44% CO, - 4.95%--36.79% NOx, -32.32%--33.89% HC, and -9.39%--14.29% fuel consumption, and especially that the MPI TWC vehicle will decrease CO by 82.48%--91.76%, NOx by 44.87%--92.79%, HC by 90.00%--93.89% and fuel consumption by 5.44%--10.55%. Vehicles can cause pollution at a very high rate when operated in high power modes; however, they may not often operate in these high power modes. In analyzing vehicle emissions, it describes the fraction of time that vehicles operate in various power modes. In Beijing, vehicles spend 90% of their operation in low power modes or decelerating.