基于成本分析的区域配送中心优化选址模型

区域配送中心选址是否得当对其后期运营成本影响很大,本文将针对配送中心从设计规划到项目寿命期结束所涉及到的诸多成本因素进行分析,从配送中心营运角度对配送线路优化处理,使配送成本最低,这样得出的方案才更符合实际情况;把初期建设成本分摊到项目寿命期内进行比较,使配送中心选址的可比性更强;弥补了以往最短路径法只考虑节约运输费用,未考虑土地使用成本、基础设施建设成本的不足.     

多声呐基阵时差定位无解问题研究

声呐无源工作时可以通过测量时差进行定位．对平面3声呐基阵无源时差定位系统的定位过程中可能出现的无解现象进行了探讨，找出了无解分布与布站以及观测噪声方差大小之间的规律，并在各种布站及噪声条件下，对布站与无解分布的关系进行了仿真，直观反映了不同布站形式对时差定位的影响．针对不可避免的定位无解情况，提供了具体的无解问题的解决方法，并根据无解分布规律，提出了最优布站的3个原则．     

综合客运枢纽布局规划体系探讨

布局规划是综合客运枢纽规划建设的顶层设计,文章结合相关课题的研究与实践,对综合客运枢纽布局规划体系涉及的内容、原则和要求、思路和方法、选址要求等进行了归纳和总结,以供参考.     

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针对我国当前在公交换乘问题上存在的问题，本文在对公交网络、公交系统新的认识基础上，以划分公交服务区，公交线路等级化的思想，提出了城市枢纽规划决策的几种方法:以交通分配预测为基础的会交客流分配数据，得到枢纽的集散客流量强度，进而提出基于公交客流预测的流量决定法；在城市公交网络结构和用地结构的基础上，利用最小控制集算法；利用城市规划中“邻里单元”的概念，作为规划枢纽的分区单位和依据，提出了基于城市布局结构的枢纽决策规划及修正方法等，并提出了以公交换乘枢纽为核心的规划新流程.     

大型商业建设项目交通影响范围确定方法研究

交通影响范围的确定是交通影响分析中的基础性工作之一。本文在深入分析了大型商业建设项目交通影响特点的基础上，考虑到背景交通的影响，从面向应用的角度出发，提出了一种基于商业区位的大型商业建设项目交通影响范围确定方法，对于指导不同城市的交通影响分析工作具有重要的理论意义及应用价值。     

一种前方车辆后轮接地点检测算法

现有车辆定位算法通常通过检测车辆底部阴影来定位车辆,该算法受阴影形状大小变化的影响较大,定位精度较低。该文提出了一种通过检测前方车辆后轮接地点来精确定位车辆的方法。首先通过垂直边缘和对称性测度实现路面车辆的初定位;然后利用车辆垂直边缘和后部水平边缘显著性的特点获得后车轮可能存在的感兴趣区(ROI);最后在该ROI中通过Tamura纹理特征的粗糙度对车轮和地面进行区分,精确地得到车轮接地点位置。     

新建铁路客车上水站点布设规划的原则

现行的新建改建铁路的客车上水站点布设的原则通常是依照《铁路给水排水设计规范》按间距确定,合理性有所欠缺.本文从分析影响新建铁路客车上水站点布设的各种因素着手,研究并提出了列车途中用水供需平衡模式,按运行时间和运行距离结合的原则,通过理论计算确定新建改建铁路客车上水站点的布设规划.     

实现道路驾驶技能考试自动化的技术基础

实现驾驶人实际道路考试的自动化,需要采集驾驶人、考车及周边静态物体、动态物体的各种参数,仅使用传统的传感检测技术难以满足要求.载波相位实时动态差分(RTK)GPS定位技术、超声波动态测距技术和驾驶人视线方向视频检测技术是三种新的检测技术,可大大提高实际道路考试的自动化检测率,提高整个实际道路考试系统的自动化考试程度,且能保证考试要求的检测精度和实时性要求.     

A generalized sensor location model for the estimation of network origin–destination matrices

This study examined the network sensor location problem by using heterogeneous sensor information to estimate link-based network origin–destination (O–D) demands. The proposed generalized sensor location model enables different sensors’ traffic monitoring capabilities to be used efficiently and the optimal number and deployment locations of both passive- and active-type sensors to be determined simultaneously without path enumeration. The proposed sensor location model was applied to solve the network O–D demand estimation problem. One unique aspect of the proposed model and solution algorithms is that they provide satisfactory network O–D demand estimates without requiring unreasonable assumptions of known prior information on O–D demands, turning proportions, or route choice probabilities. Therefore, the proposed model and solution algorithms can be practically used in numerous offline transportation planning and online traffic operation applications.     

Dynamic location: an iconic model to synchronize temporal and spatial transportation data

This paper describes a model to synchronize the management and query of temporal and spatially referenced transportation data in geographic information systems (GIS). The model employs a method referred to as dynamic location, which facilitates spatial intersect queries from geographic shapes without the use of topological relationships. This is the inverse of how dynamic segmentation works in GIS. In contrast to dynamic segmentation, dynamic location stores geometry as an object within a single database field. This is an efficient, precise iconic model superseding the need for data decomposition into a complex set of tables. As an object model, the dynamic location process lends itself to high performance in an Internet, data-intensive, enterprise environment. Linear events are stored as {x, y} features, and not referenced to any route system. Route systems are built from {x, y, m} values (m for measure) and serve as number lines for mathematical operations. Any {x, y} object can then be referenced to either the Cartesian grid or any selected number line. This method offers the benefits of linear referencing, while making full use of a stable geodetic datum. Combinations of any {x, y} events may be placed over any {x, y, m} number line (route) and an intersect determined by looking through stacked {x, y, m} vertices of the coincident shapes. Since both geometry and shape reside in the same record, the use of “begin” and “end” dates facilitates full spatial and temporal version control. From a business process perspective, this creates a spatially enabled database, pulling GIS business functions back into the information technology mainstream.