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91.
The Stationary Motion of a One-Axle Vehicle Along a Circular Curve with Real Rail and Wheel Profiles
P. Arrus A. D. de Pater P. Meyers 《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2002,37(1):29-58
In this paper, we present a theory on the stationary motion of a one-axle railway vehicle along a circular curve in the presence of single- or double-point contact. The rail and the wheel profiles may be either stylized or real and as an example we take the profile combination UIC60 1:40 S1002. The mathematical model of the system is based on De Pater's first-order theory [1]. The geometrical contact problem between wheel and rail is solved by using a modified Newton-Raphson procedure. Both the cases with and without friction are considered. When friction is present, the non-linear Kalker creep law [6, 7] is used to describe the physical contact. For various values of the friction coefficient, the cant angle and the curvature of the track, the contact forces are presented as functions of the velocity parameter C v = V 2 / V 2 eq , where V is the velocity of the vehicle and V eq is the equilibrium velocity of the frictionless case. For the case of stylized profiles in which both the wheel treads and the wheel flanges are conical, and the rail cross sections are circular, we have determined the velocity range with single point contact in dependence on the friction coefficient, the conicity of the tread, the curvature of the track and the cant angle. 相似文献
92.
Raquel Espino Juan de Dios Ortúzar Concepcin Romn 《Transportation Research Part A: Policy and Practice》2007,41(10):899-912
We analyse the choice of mode in suburban corridors using nested logit specifications with revealed and stated preference data. The latter were obtained from a choice experiment between car and bus, which allowed for interactions among the main policy variables: travel cost, travel time and frequency. The experiment also included parking cost and comfort attributes. The attribute levels in the experiment were adapted to travellers’ experience using their revealed preference information. Different model specifications were tested accounting for the presence of income effect, systematic taste variation, and incorporating the effect of latent variables. We also derived willingness-to-pay measures, such as the subjective value of time, that vary among individuals as well as elasticity values. Finally, we analysed the demand response to various policy scenarios that favour public transport use by considering improvements in level-of-service, fare reductions and/or increases in parking costs. In general, demand was shown to be more sensitive to policies that penalise the private car than those improving public transport. 相似文献
93.
The Belgian government intends to shift part of its funding away from Antwerp and towards other seaports, particularly Ghent and Zeebrugge. In the long run, this policy change will undoubtedly influence the port choice and probably cause a traffic diversion at the expense of Antwerp. This will have a great influence on the structure of inland transportation.
The impact of port choice on inland transportation is the central theme of this paper. To this end a disaggregated model of the demand for freight transport is constructed. 相似文献
The impact of port choice on inland transportation is the central theme of this paper. To this end a disaggregated model of the demand for freight transport is constructed. 相似文献
94.
Using a variety of data sources, decentralisation of population and employment in four Dutch urban areas (Amsterdam, Rotterdam, The Hague and Utrecht) over the last 20 years, is analysed. It is found that suburbanisation, plus an ever growing car share, has increased the number of external journeys related to the metropolitan cities enormously. With the use of the 1982 National Travel Survey, current travel patterns in and around the metropolitan cities are studied: the importance of external trips for urban transport planning shows clearly. They account for about half the number of city related car trips, and for nearly three quarters of the total vehicle kilometres of travel within the city.(requests for reprints) 相似文献
95.
96.
通过具体工点介绍采用土工格室加固既有线路基基床工程的现场运用及试验情况。结果表明,用土工格室加固既有线路基基床,具有较好的推广前景。 相似文献
97.
Jos de Jesús Salas Prez 《Journal of Marine Systems》2003,43(3-4):105-131
The westward evolution of an open-sea anticyclonic eddy along the western Algerian Basin is shown, for the first time, by means of 15 buoy trajectories and remote sensing observations. For 3 months, the buoy trajectories described several anticyclonic loops in periods of 4–21 days. The eddy's movement, translation, and rotation were separated with a kinematic model, resulting in a mean translation speed of 2 km/day, which fits the self-propulsion speed predicted on theoretical models for isolated eddies on a beta plane. Fluctuations in translation speed were associated with advection of the mean flow and topographic interactions. Both mechanisms changed the eddy's horizontal shape from circular to elliptical, inducing fluctuations in its swirl velocity and solid-body rotation. The initial stage of the eddy is an isolated asymmetric dipole, comprised by a small cyclone and a large anticyclone, the latter generated from a frontal instability, which under the Coriolis term acquires anticyclonic relative vorticity. During its first days of life, the anticyclonic eddy was shallow Ro=0.9 and small (diameter less than 50 km). Later on, it reached a diameter of 150 km and a vertical structure of 3 km (Ro=0.1). A retrospective analysis with infrared images shows that the eddy's generation took place at about 3–4°E. Then, the eddy completed a counterclockwise circuit never before reported in other studies and ended up at the entrance of the Algerian Basin, where the interaction with the topography and the coastal instability induced its decay. The eddy's life span was 10 months. Computations of the heating rate following clusters of buoy trajectories show fluctuations throughout the eddy's journey, induced by advection and a seasonal warming. 相似文献
98.
99.
Ruurd van der Meer M. Karin de Boer Viola Liebich Cato ten Hallers Marcel Veldhuis 《Coastal management》2016,44(6):547-568
The ballast water from ships carries marine organisms that have invasive potential. The International Maritime Organization Ballast Water Management Convention (2004) requires ballast water exchange or ballast water management (BWM) systems either onboard or ashore. Ships can be exempted on the basis of risk assessment, when exclusively sailing between specific ports or in an enclosed area. In reply to our questionnaire, the shipping sector argues that the North Sea is ecologically homogeneous and exemptions could therefore be granted. This paper proposes that the North Sea area is, in fact, not homogeneous in terms of hydrographical and biological conditions; therefore, ballast water is a relevant transport mechanism for organisms. Within the North Sea, the short shipping routes indicate a high risk for survival. We examined actual simulation models for ballast water risk assessment in the North Sea, and we have identified the major parameters that need to be included in such models. These models provided a basis; they further need to be combined and adapted for the purpose of evaluating the rationale for an exemption. We concluded that exemptions from BWM are not recommended for the North Sea area. Anticipating the Ballast Water Management Convention, ship owners might do well to study possibilities for installing BWM systems onboard. 相似文献
100.
In this paper, added resistances acting on a hull of non ballast water ship(NBS) in high waves is discussed. The non ballast water ships were developed at the laboratory of the authors at Osaka Prefecture University, Japan. In the present paper, the performances of three kinds of bow shapes developed for the NBS were theoretically and experimentally investigated to find the best one in high waves. In previous papers, an optimum bow shape for the NBS was developed in calm water and in moderated waves. For a 2 m model for experiments and computations, the wave height is 0.02 m. This means that the wave height is 15% of the draft of the ship in full load conditions. In this paper, added resistances in high waves up to 0.07 m for a 2 m model or 53% of the full load draft are investigated. In such high waves linear wave theories which have been used in the design stage of a ship for a long time may not work well anymore, and experiments are the only effective tool to predict the added resistance in high waves. With the computations for waves, the ship is in a fully captured condition because shorter waves, λ/Lpp0.6, are assumed. 相似文献