两种激光制导干扰技术仿真研究

介绍了漫反射假目标有源干扰技术和转移式光纤无源干扰技术两种不同激光制导干扰技术的组成和工作原理,对比分析这两种激光制导干扰技术的技术指标。得出两种不同干扰技术的优缺点,为对激光制导武器实施更为有效的干扰提供了理论依据。     

客运专线列车经济合理开行距离的研究

在分析客运专线列车开行距离的影响因素基础上．阐述研究客运专线开行距离的思路与方法,综合考虑运行速度、综合维修天窗、市场竞争以及经济效益等方面因素,分别计算出旅客乘车疲劳适应距离及动车组安全检修距离、客运专线列车最大开行距离和竞争经济距离。最后确定客运专线经济合理的开行距离。     

爆破振动下小净距隧道围岩的力学行为分析

文章运用数值分析计算软件,对小净距隧道中既有隧道受邻近隧道爆破震动影响的动力响应特性进行分析,得出了爆破地震波作用下,隧道周边围岩应力、位移和振动速度的分布规律,为小净距隧道的设计与安全施工提供科学依据。     

建立高效的城市快速路骨架网

指出中国城市目前交通严重堵塞的病症在于指导思想的错误;提出解决目前及将来的城市交通的有效方法就是建立城市快速路骨架网。     

上海南站的综合交通换乘系统

详细介绍了铁路上海南站综合交通枢纽的总体布局和换乘系统,包括铁路与城市轨道交通、道路公交、出租车、自行车、私人小汽车、长途汽车、社会车辆之间,轨道交通与道路交通之间的各种换乘流线与换乘距离。通过分析比较得出:上海南站在换乘的布局设计上比既有的大型铁路客站有很多改进,但与国外优秀的交通枢纽布局设计相比仍有一些不足,主要是没有充分利用铁路股道下面的空间进行立体换乘。目前,我国城市交通枢纽尤其是城市综合交通枢纽的换乘问题日益突出,而枢纽换乘质量的关键取决于其布局设计方案的质量,该案例的分析结果对我国综合交通枢纽系统的布局规划设计有参考意义。     

大型耙吸船与自航泥驳联合施工的工效分析

吹填造陆项目需要从远距离取砂到近岸填陆,自航泥驳船联合耙吸挖泥船施工工艺能提高远运距项目综合工效,补充耙吸船施工能力不足,从而降低综合成本。根据施工工艺特点,基于影响因素分析,建立不同工效计算理论模型,借助实际施工效率数据,测算不同运距、不同工艺形式的综合工效,得到典型工况的综合效率及应用边界条件,为工程应用耙吸船与自航泥驳船联合施工方案提供数据支持和决策参考。     

单排抗滑桩的合理桩间距

本文在综合分析目前国内外抗滑桩极限承载力计算方法的基础上,采用以极限分析 中的上限方法按空间间题分析求得的抗滑桩的极限承载力及其与桩间距的关系,根 据目前抗滑桩设计中计算土体下滑力的方法,结合算例给出了单排抗滑桩最合理桩 间距的确定方法.      

公路小净距段隧道中夹岩稳定问题与施工控制措施

小净距隧道是介于分离式隧道和连拱隧道之间的一种特殊结构形式,目前在国内已有较多成功经验,具有较高的安全性和经济性.受制于环保和用地等因素,小净距隧道的应用将会越来越广泛.本文结合金鸡山隧道建设工程,从开挖方式选择、小净距段相互影响性划分、爆破控制、中夹岩加固等方面总结设计和施工方面的经验,并根据金鸡山隧道的实际情况,提...     

基于相空间重构与LSSVM的交通流量预测

针对仅利用欧氏距离不能准确反映相空间中相点间的相似性大小,提出一种改进预测模型,该模型同时考虑相点间的欧氏距离和相似性来选取邻近点。在对交通流量时间序列进行相空间重构后,运用最小二乘支持向量机分别对不同方法得到的邻近点进行训练,并对未来时段的交通流量进行了多步预测。实际案例的预测结果表明,改进方法比一般方法具有更好的适应能力和预测精度。     

Impact of regulation on the performances of long-distance transport services: A comparison of the different approaches in Sweden and Norway

Despite the many socio-economic similarities between Sweden and Norway, differences in jurisdiction, organisation, cooperation, and financing of long-distance passenger train and coach services have led to the development of four distinctively different ways of serving the markets. This paper describes how the train and coach markets have developed in the two countries, with emphasis on regulatory and industrial structure and a couple of performance variables.Looking at passenger rail, both countries separated infrastructure from operation over a decade ago. However, while Norwegian rail is characterised by an almost monopoly supplier, rail services in Sweden are partly decentralised to the responsibility of county authorities and are widely subjected to competitive tendering. The rest of the network is about to be opened up for on-the-track competition. Swedish Rail (SJ) has spent the last decades consolidating its core business (passenger rail) and sold out its other businesses. In contrast, the Norwegian state rail (NSB) has expanded its business to become a major bus operator and property owner, with extensions also into the Swedish market.The coach industry was more recently deregulated in both countries. The Swedish coach market is dominated by privately owned companies operating services to and from Stockholm. In Norway, state-owned NSB is a major coach operator on medium distance routes, and is also the largest partner of Nor-Way Bussekspress which totally dominates long-distance coach services. Further, the Norwegian coach market is characterised by cross-ownership and cooperation which has enabled an extensive route network which covers most of Norway.We find distinct differences in achievements in the two modes and in the two countries. Swedish rail services have succeeded in winning market shares and in renewing and developing both infrastructure and service levels to a greater extent than the Norwegian model. On the other hand, the Norwegian coach market seems to be more developed and efficient compared to its Swedish counterpart.The paper concludes with a discussion on the possible links between the different approaches and the performance observed, with the aim to stimulate further and more detailed research on some important issues.