基于机器学习方法的太湖叶绿素a定量遥感研究

为了比较评价人工神经网络和支持向量机2种机器学习算法在水质遥感中的应用能力,本研究首先从基础理论和学习目的入手,对比分析了2种机器学习算法的理论体系;其次,以太湖为例,基于MODIS遥感影像,构建了反演太湖叶绿素a浓度的2种机器学习方法模型,通过对模型的验证、稳定性和鲁棒性分析以及全湖反演结果对比3个方面评价了2种模型的泛化能力.验证结果表明,支持向量机模型对验证样本预测结果的均方差根和平均相对误差分别为5.85和26.5%,而人工神经网络模型的预测结果均方差和平均相对误差则高达13.04和46.8%;稳定性和鲁棒性评价亦说明,以统计学习理论为基础的支持向量机模型具有更加良好的稳定性、鲁棒性,空间泛化能力优于人工神经网络模型;2种机器学习算法对太湖叶绿素a的浓度分布反演结果基本一致,但人工神经网络模型因其学习目标设定和网络构建中的“过学习”等缺陷,造成了对东太湖以及湖心区叶绿素a的反演结果与实际监测结果差异较大.     

基于粗糙集的支持向量机地下水质量评价模型

以辽宁绥中县第四系松散岩类孔隙水的10组水质监测数据为基础,选取pH值、Cl^-、SO₄^2-、NH₄⁺、NO₂^-、NO₃^-、F^-、总硬度、总溶解固体等14项水质评价指标,采用粗糙集对指标进行约简,将基于属性依赖度和信息熵的启发式算法结合,获得属性约简集,应用支持向量机分别评价约简前后的地下水质量.结果表明,属性约简将14项水质指标精简为8项,水质评价结果与约简前保持一致,区域地下水普遍在III类以上,部分地区铁、"三氮"等超标,不适宜饮用.粗糙集和支持向量机的联合应用,在保证分类能力的前提下有效地减少冗余指标,降低运算维度,保证水质评价的合理性.     

基于支持向量机的水环境质量综合评价

提出了基于支持向量机的水环境质量综合评价方法。给出了数据规范化处理及学习样本生成的具体方法,采用“一对一”(1-v-1)的多类别分类算法,使用k-fold交叉验证优化参数。对湖泊水环境富营养化程度的综合评价结果表明,该方法简便、客观,具有较强的实用性。     

基于深度学习的人工智能空气质量预报系统构建

针对现有空气质量预报系统存在预报精度低、人工经验辅助、适用范围单一等问题,利用深度学习方法在分析数据内在特征方面表现出的优异性能,结合多源数据融合技术,设计了基于深度学习的空气质量预报系统实现方案.通过对多源数据集的实时制作更新、分析空气质量演变的时空特性、定义和拟合深度学习模型并部署于服务器等关键技术的研究,最终实现...     

基于机器学习的短临预报方法及其在空气质量保障中的应用

基于多个数值模式(NAQPMS、CMAQ)预报结果和站点观测资料,采用岭回归机器学习方法构建了一种多污染物短临预报方法,并应用于2017年厦门金砖国家峰会和2019年武汉军运会空气质量保障工作,评估总结了短临预报方法的可行性和预报效果.结果表明:短临预报表现出很好的预报能力,可以有效改进数值模式的预报趋势和量值.从日均...     

The detection of drowsiness using a driver monitoring system

Abstract

Objective: Drowsiness is a major cause of driver impairment leading to crashes and fatalities. Research has established the ability to detect drowsiness with various kinds of sensors. We studied drowsy driving in a high-fidelity driving simulator and evaluated the ability of an automotive production-ready driver monitoring system (DMS) to detect drowsy driving. Additionally, this feature was compared to and combined with signals from vehicle-based sensors.

Methods: The National Advanced Driving Simulator was used to expose drivers to long, monotonous drives. Twenty participants drove for about 4?h in the simulator between 10 p.m. and 2 a.m. They were allowed to use cruise control and traffic was sparse and semirandom, with both slower- and faster-moving vehicles. Observational ratings of drowsiness (ORDs) were used as the ground truth for drowsiness, and several dependent measures were calculated from vehicle and DMS signals. Drowsiness classification models were created that used only vehicle signals, only driver monitoring signals, and a combination of the 2 sources.

Results: The model that used DMS signals performed better than the one that used only vehicle signals; however, the combination of the two performed the best. The models were effective at discriminating low levels of drowsiness from moderate to severe drowsiness; however, they were not effective at telling the difference between moderate and severe levels. A binary model that lumped drowsiness into 2 classes had an area under the receiver operating characteristic (ROC) curve of 0.897.

Conclusions: Blinks and saccades have been shown to be predictive of microsleeps; however, it may be that detection of microsleeps and lane departures occurs too late. Therefore, it is encouraging that the model was able to distinguish mild from moderate drowsy driving. The use of automation may make vehicle-based signals useless for characterizing driver states, providing further motivation for a DMS. Future improvements in impairment detection systems may be expected through a combination of improved hardware, physiological measures from unobtrusive sensors and wearables, and the intelligent integration of environmental variables like time of day and time on task.     

Improvement of driver active interventions during automated driving by displaying trajectory pointers—A driving simulator study

Abstract

Objective: The handover of vehicle control from automated to manual operation is a critical aspect of interaction between drivers and automated driving systems (ADS). In some cases, it is possible that the ADS may fail to detect an object. In this event, the driver must be aware of the situation and resume control of the vehicle without assistance from the system. Consequently, the driver must fulfill the following 2 main roles while driving: (1) monitor the vehicle trajectory and surrounding traffic environment and (2) actively take over vehicle control if the driver identifies a potential issue along the trajectory. An effective human–machine interface (HMI) is required that enables the driver to fulfill these roles. This article proposes an HMI that constantly indicates the future position of the vehicle.

Methods: This research used the Toyota Dynamic Driving Simulator to evaluate the effect of the proposed HMI and compares the proposed HMI with an HMI that notifies the driver when the vehicle trajectory changes. A total of 48 test subjects were divided into 2 groups of 24: One group used the HMI that constantly indicated the future position of the vehicle and the other group used the HMI that provided information when the vehicle trajectory changed.

The following instructions were given to the test subjects: (1) to not hold the steering wheel and to allow the vehicle to drive itself, (2) to constantly monitor the surrounding traffic environment because the functions of the ADS are limited, and (3) to take over driving if necessary.

The driving simulator experiments were composed of an initial 10-min acclimatization period and a 10-min evaluation period. Approximately 10?min after the start of the evaluation period, a scenario occurred in which the ADS failed to detect an object on the vehicle trajectory, potentially resulting in a collision if the driver did not actively take over control and manually avoid the object.

Results: The collision avoidance rate of the HMI that constantly indicated the future position of the vehicle was higher than that of the HMI that notified the driver of trajectory changes, χ² = 6.38, P < .05. The steering wheel hands-on and steering override timings were also faster with the proposed HMI (t test; P < .05).

Conclusions: This research confirmed that constantly indicating the position of the vehicle several seconds in the future facilitates active driver intervention when an ADS is in operation.     

燃气-蒸汽联合循环供热项目主机选型方案刍议

发展燃气-蒸汽联合循环供热对于解决经济发展和环境保护具有重要作用，在我国经济发达地区已经开始大规模推广。阐述了燃气一蒸汽联合循环发电、供热技术、特点等，对主机选型方案提出建议。     

Inventory routing for dynamic waste collection

We consider the problem of collecting waste from sensor equipped underground containers. These sensors enable the use of a dynamic collection policy. The problem, which is known as a reverse inventory routing problem, involves decisions regarding routing and container selection. In more dense networks, the latter becomes more important. To cope with uncertainty in deposit volumes and with fluctuations due to daily and seasonal effects, we need an anticipatory policy that balances the workload over time. We propose a relatively simple heuristic consisting of several tunable parameters depending on the day of the week. We tune the parameters of this policy using optimal learning techniques combined with simulation. We illustrate our approach using a real life problem instance of a waste collection company, located in The Netherlands, and perform experiments on several other instances. For our case study, we show that costs savings up to 40% are possible by optimizing the parameters.