全文获取类型
收费全文 | 12174篇 |
免费 | 664篇 |
专业分类
公路运输 | 3707篇 |
综合类 | 6088篇 |
水路运输 | 1331篇 |
铁路运输 | 998篇 |
综合运输 | 714篇 |
出版年
2024年 | 49篇 |
2023年 | 89篇 |
2022年 | 299篇 |
2021年 | 419篇 |
2020年 | 443篇 |
2019年 | 308篇 |
2018年 | 317篇 |
2017年 | 310篇 |
2016年 | 355篇 |
2015年 | 503篇 |
2014年 | 895篇 |
2013年 | 725篇 |
2012年 | 952篇 |
2011年 | 1145篇 |
2010年 | 973篇 |
2009年 | 868篇 |
2008年 | 872篇 |
2007年 | 998篇 |
2006年 | 862篇 |
2005年 | 451篇 |
2004年 | 275篇 |
2003年 | 193篇 |
2002年 | 113篇 |
2001年 | 183篇 |
2000年 | 44篇 |
1999年 | 29篇 |
1998年 | 34篇 |
1997年 | 16篇 |
1996年 | 24篇 |
1995年 | 8篇 |
1994年 | 17篇 |
1993年 | 17篇 |
1992年 | 8篇 |
1991年 | 7篇 |
1990年 | 14篇 |
1989年 | 11篇 |
1988年 | 5篇 |
1986年 | 1篇 |
1985年 | 3篇 |
1984年 | 3篇 |
排序方式: 共有10000条查询结果,搜索用时 531 毫秒
701.
Chris M.J. Tampère Ruben CorthoutDirk Cattrysse Lambertus H. Immers 《Transportation Research Part B: Methodological》2011,45(1):289-309
Node models for macroscopic simulation have attracted relatively little attention in the literature. Nevertheless, in dynamic network loading (DNL) models for congested road networks, node models are as important as the extensively studied link models. This paper provides an overview of macroscopic node models found in the literature, explaining both their contributions and shortcomings. A formulation defining a generic class of first order macroscopic node models is presented, satisfying a list of requirements necessary to produce node models with realistic, consistent results. Defining a specific node model instance of this class requires the specification of a supply constraint interaction rule and (optionally) node supply constraints. Following this theoretical discussion, specific macroscopic node model instances for unsignalized and signalized intersections are proposed. These models apply an oriented capacity proportional distribution of the available supply over the incoming links of a node. A computationally efficient algorithm to solve the node models exactly is included. 相似文献
702.
Vikash V. Gayah Carlos F. Daganzo 《Transportation Research Part B: Methodological》2011,45(4):643-655
A recent study reported that the Macroscopic Fundamental Diagram of a medium size city exhibited a clockwise hysteresis loop on a day in which a major disturbance caused many drivers to use unfamiliar routes. It is shown below that, even in a perfectly symmetric network with uniform demand, clockwise loops are to be expected when there are disturbances, especially if the disturbances cause a significant fraction of the drivers to not change routes adaptively. It is also shown that when drivers are not adaptive networks are inherently more unstable as they recover from congestion than as they are loaded. In other words, during recovery congestion tends more strongly toward unevenness because very congested areas clear more slowly than less congested areas. Since it is known that uneven congestion distributions reduce network flows, it follows that lower network flows should arise during recovery, resulting in clockwise loops. Fortunately, the presence of a sufficient number of drivers that choose routes adaptively to avoid congested areas helps to even out congestion during recovery, increasing flow. Thus, clockwise loops are less likely to occur when driver adaptivity is high. 相似文献
703.
Xuegang Ban Peng Hao Zhanbo Sun 《Transportation Research Part C: Emerging Technologies》2011,19(6):1133-1156
We study how to estimate real time queue lengths at signalized intersections using intersection travel times collected from mobile traffic sensors. The estimation is based on the observation that critical pattern changes of intersection travel times or delays, such as the discontinuities (i.e., sudden and dramatic increases in travel times) and non-smoothness (i.e., changes of slopes of travel times), indicate signal timing or queue length changes. By detecting these critical points in intersection travel times or delays, the real time queue length can be re-constructed. We first introduce the concept of Queue Rear No-delay Arrival Time which is related to the non-smoothness of queuing delay patterns and queue length changes. We then show how measured intersection travel times from mobile sensors can be processed to generate sample vehicle queuing delays. Under the uniform arrival assumption, the queuing delays reduce linearly within a cycle. The delay pattern can be estimated by a linear fitting method using sample queuing delays. Queue Rear No-delay Arrival Time can then be obtained from the delay pattern, and be used to estimate the maximum and minimum queue lengths of a cycle, based on which the real-time queue length curve can also be constructed. The model and algorithm are tested in a field experiment and in simulation. 相似文献
704.
为了更有效地表达和处理系统的不确定性,提出了基于多分辨率分析的区间类型2(简称多分辨率区间类型2)模糊系统,构造了多分辨率区间类型2隶属度函数,并给出了基于尺度函数分解的结构和参数学习算法.多分辨率区间类型2模糊系统的前件是多分辨率隶属度函数,后件是输入的线性函数,因此系统可以自适应地划分输入论域空间,优化系统结构.将多分辨率区间类型2模糊系统应用于带有噪声的时间序列预测,预测结果的复杂度较小,均方根误差为0.105 2. 相似文献
705.
706.
707.
708.
从系统工程学的角度出发,将广泛应用于系统安全研究中的事故树分析方法应用到城市轨道交通事故分析中。分析城市轨道交通运营事故中脱轨这一典型事故。通过分析引起列车脱轨事故各个因素,得出城市轨道交通脱轨事故的发生概率较小,预防和控制难度较大的结论。该研究有助于城市轨道交通运营公司对引起该事故发生的各个因素提高警惕意识,也为运营安全管理工作提供理论依据。 相似文献
709.
从宏观、中观、微观层次分析导致城市拥堵的原因,倡导可持续的城市交通发展政策,以交通管理、交通供给、交通需求为出发点,提出深化交通体制改革与加强智能信息管理,增加道路有效供给与提升停车管理,构建快速公交系统与加强汽车需求管理,并结合土地利用、城市规划与交通建设协调发展提出建议。 相似文献
710.