部分车辆成组的多车道混合车流噪声的计算机模拟

本文给出一种一次性综合模拟多车道多车种随机车流噪声的计算机模拟的简化方法,详细推导了用于预报部分车辆成组行驶的随机车流噪声的数学模型(M₂模型)的车头时距分布函数、概率密度函数和平均时距表达式及相应的随机数变换式。文中还给出了计算机程序框图,并将M₂模型模拟结果与据车头时距为负指数分布的M₁模型的模拟结果作了比较。计算机程序是根据我国交通噪声测量统计方法编制的,只要在程序中输入车流量、车流成份,测点离各车道及等效车道的距离诸参量,计算机便能自动输出L₁₀、L₅₀、L_eq等声级值。预报值与实测值良好一致。     

部分道路关闭引起的交通激波特性研究

本文根据实际交通中经常遇到的交通事故或部分道路施工等情况, 建立了部分道路关闭的交通流模型. 采用平均场理论分析和确定性NS元胞自动机规则分别对模型进行解析和数值模拟, 结果表明, 系统存在三种稳定的物理状态:低密度相、激波相和高密度相, 并找到了系统发生相变的临界密度. 理论分析和数值模拟能很好地符合.     

机动车协商模型与分岔特性研究

在环行交叉路口交通流中, 由于行驶目的的不同存在三种类型冲突. 为了真实模拟人类的自治性和智能性, 先将机动车建立为一个含有驾驶员模型的智能体, 再耦合环行交叉口的元胞自动机模型组成多智能体系统. 在总结每种类型交通冲突特点和规律的基础上, 提出通过优先级策略和动态协商机制消解机动车智能体相互之间的冲突问题. 以某中小城市城的典型环行交叉路口交通流量为样本数据, 对比验证模型的正确性, 并且进一步研究了交通流的分岔特性, 发现一定条件下流量的周期分岔和混沌现象. 数值模拟结果表明, 所建模型符合实际情况, 并且内环发生冲突越严重车流量越低, 随着机动车属性参数k和p的变化, 系统从稳定走向分岔再到混沌. 关键词： 多智能体 元胞自动机 协商 分岔     

多车道多车种随机车流量噪声的预报方法

本文将道路中通行的各种车按其发出的噪声级的高低分成四个等级,当车流量较小时,将各等级车,车流量看作复合泊松流,定量地分析出各等级车车流量与路边统计噪声级的关系,推导出相应的公式,给出根据各等级车,车流量对路边L₁₀、L₅₀、L₉₀声级的预报表。这就对多车道多车种随机车流噪声的预报提出一种简便实用的方法。经过北京市九条道路交通噪声的实测检验,证明预报值与实测值能很好地符合。     

通道中行人-机动车相互作用机理的建模和模拟

本文研究了通道中行人与车辆同向或反向运动时的人车相互作用.车辆运动的描述采用细化的确定性元胞自动机模型,而行人流则采用考虑背景场的格子气模型.车辆及其影响区被视为一种可移动的障碍物,形成动态变化的背景场,可以更好地反映人车之间的相互作用.通过数值模拟得到典型参数下的行人流基本图以及平均车速随行人密度的变化曲线.人车反向时行人流基本图中存在两个临界密度,其间的行人流量-密度曲线呈线性分布,曲线斜率k主要依赖于车辆宽度和行人预判时间,而平均车速近似为k,即反向车辆形成的移动瓶颈和行人拥堵向上游传播的速度是一致的.文中进一步考察了行人预判时间、车辆宽度及限速对人车混合交通流的影响.人车同向时,这三个参数的影响都不明显.人车反向时,当车辆宽度较小,即使在很高密度下,车辆仍可以前行,而更大的行人预判时间也有助于车辆的运动.     

Traffic flow prediction based on BILSTM model and data denoising scheme

Accurate prediction of road traffic flow is a significant part in the intelligent transportation systems. Accurate prediction can alleviate traffic congestion, and reduce environmental pollution. For the management department, it can make effective use of road resources. For individuals, it can help people plan their own travel paths, avoid congestion, and save time. Owing to complex factors on the road, such as damage to the detector and disturbances from environment, the measured traffic volume can contain noise. Reducing the influence of noise on traffic flow prediction is a piece of very important work. Therefore, in this paper we propose a combination algorithm of denoising and BILSTM to effectively improve the performance of traffic flow prediction. At the same time, three denoising algorithms are compared to find the best combination mode. In this paper, the wavelet (WL) denoising scheme, the empirical mode decomposition (EMD) denoising scheme, and the ensemble empirical mode decomposition (EEMD) denoising scheme are all introduced to suppress outliers in traffic flow data. In addition, we combine the denoising schemes with bidirectional long short-term memory (BILSTM) network to predict the traffic flow. The data in this paper are cited from performance measurement system (PeMS). We choose three kinds of road data (mainline, off ramp, on ramp) to predict traffic flow. The results for mainline show that data denoising can improve prediction accuracy. Moreover, prediction accuracy of BILSTM+EEMD scheme is the highest in the three methods (BILSTM+WL, BILSTM+EMD, BILSTM+EEMD). The results for off ramp and on ramp show the same performance as the results for mainline. It is indicated that this model is suitable for different road sections and long-term prediction.     

基于感知流量算法的复杂网络拥塞问题研究

研究了在具有感知流量的路由策略下,复杂网络的拓扑结构对网络中传输流量的影响.为了描述数据包传输过程的有效性,通过引入一个状态参数,利用由稳态到拥塞的指标流量相变值来刻画网络的吞吐量.基于每个节点的数据包处理能力与该节点的度或介数成比例提出两种模型并进行仿真.仿真结果表明,平均度相同的情况下,模型Ⅰ中,WS小世界网络比ER随机网络和BA无标度网络更容易产生拥塞;模型Ⅱ中,所有网络容量都得到较大的提高,尤其是WS小世界网络.但当网络的基本连接参数改变时,哪种模型更利于网络的流量传输,还要依据网络本身的结构特性 关键词： 复杂网络 无标度网络 感知流量 拥塞     

星载大气痕量气体差分吸收光谱仪狭缝函数研究

星载大气痕量气体差分吸收光谱仪是一种新型光学遥感仪器,具有分辨率高(0.3～0.5 nm)、宽光谱范围(240～710 nm)、大视场角(114°视场对应地面2 600 km)的特点,载荷采用推扫方式,可实现1日全球覆盖监测。载荷通过探测地球大气或地表反射、散射的紫外/可见光,利用差分吸收光谱技术来获取全球大气痕量气体(NO₂, SO₂, O₃等)分布和变化。定标是遥感数据定量应用的前提,同时为获取载荷光谱特性,需要在地面完成载荷的光谱定标。根据大气痕量气体差分吸收光谱仪视场角度大、谱段范围宽、空间和光谱分辨率高等特点,搭建了一套基于二维转台的光谱定标系统,此系统能够完成全视场光谱定标。光谱定标采用标准谱线法,光谱定标光源使用汞灯。光谱响应函数是描述光谱仪光谱响应特性的重要参数,根据光谱响应函数可以获取载荷的光谱分辨率,同时也是基于DOAS反演的关键输入参数,光谱响应函数的精度直接影响大气痕量气体的反演结果。根据载荷实际测试的光谱响应数据,选取了Gauss,Lorentz和Voigt三种函数作为待选的光谱响应函数。为对三种函数模型进行筛选,进行了两种筛选对比测试,首先分别用Gauss函数、Lorentz函数、Voigt函数对载荷的单色光响应数据进行拟合,以三种函数的拟合残差平方和作为评判标准,拟合结果表明Gauss函数作为狭缝函数拟合的残差平方和最小为0.01,Lorentz和Voigt函数作为狭缝函数拟合的残差平方和分别为0.033和0.021。从载荷单色光响应数据函数拟合的结果分析,Gauss函数可以作为载荷的光谱响应函数模型。为了进一步验证这一结论,进行了DOAS反演NO₂样气的实验,考察三种函数模型对反演的影响。在实验室开展了NO₂样气测试,大气散射光通过30*40cm的石英窗口入射到载荷狭缝,将NO₂样品池放置在载荷狭缝和石英窗口中间,获取的数据为NO₂样气吸收谱,随后充入N₂气体获取反演的参考谱,实验在晴朗天气下进行,并能够在较短时间内完成,可以减少外界天气条件对反演结果的影响。实验中NO₂样气浓度为8.481 2×1016 molec·cm-2,在利用DOAS进行反演时,设置仪器狭缝函数分别为Gauss,Lorentz和Voigt函数,分析三组不同的函数模型对应的NO₂浓度结果,根据反演结果的相对偏差对函数模型进行评价。实验结果表明Gauss函数作为狭缝函数反演结果的相对偏差最小为5.6%,Lorentz和Voigt函数作为狭缝函数的反演相对偏差分别为28%和15.1%。由光谱响应数据的拟合结果及样气反演结果表明,Gauss函数可以作为载荷的光谱响应函数模型。     

按辐射噪声平均功率谱形状识别船舶目标

本文介绍根据辐射噪声的平均功率谱的形状识别两种不同型号的船舶目标的方法。通过给船舶辐射噪声的自相关函数及功率谱密度函数以“Ecs”噪声的模型,并对这种噪声模型进行详尽的分析,找到了为数很少的有效识别特征。利用平均功率谱的最大值位置M和归一化平均功率谱级的二阶中心矩m₂作为识别特征,采用分段线性分类器的“M-m₂平面分割法”对两种不同型号船舶目标的正确识别率达到92％。本文说明,根据辐射噪声的平均功率谱级曲线的形状来识别不同类型的船舶目标的方法是有效的。与通常采用的相关分类法、距离分类法、加权距离分类法等几种方法相比,本文提出的M-m₂平面分割法的性能是优越的。     

Electromagnetic Coupling of Negative Parity Nucleon Resonances N(1535) Based on Nonrelativistic Constituent Quark Model

The electromagnetic transition between the nucleon and excited baryons has long been recognized as an important source of information for understanding strong interactions in the domain of quark confinement. We study the electromagnetic properties of the excitation of the negative parity the N~*(1535) resonances in the nonrelativistic constituent quark model at large momentum transfers and have performed a calculation the longitudinal and transverse helicity amplitudes. Since the helicity amplitudes depend strongly on the quark wave function in this paper, we consider the baryon as a simple, non-relativistically three-body quark model and also consider a hypercentral potential scheme for the internal baryon structure, which makes three-body forces among three quarks. Since the hyper central potential depends only on the hyper radius, therefore, the Cornell potential which is a combination of the Coulombic-like term plus a linear confining term is considered as the potential for interaction between quarks. In our work, in solving the Schrodinger equation with the Cornell potential, the Nikiforov–Uvarov method employed, and the analytic eigen-energies and eigen-functions obtained. By using the obtained eigen-functions, the transition amplitudes calculated. We show that our results in the range Q~2 2GeV~2 lead to an overall better agreement with the experimental data in comparison with the other three non-relativistic quark models.     

基于复杂网络理论的北京公交网络拓扑性质分析

为分析公交复杂网络的拓扑性质, 本文以北京市为例, 选取截止到2010年7月的北京全市(14区、2县)的1165条公交线路和9618个公交站点为样本数据, 运用复杂网络理论构建起基于邻接站点的有向加权复杂网络模型. 该方法以公交站点作为节点, 相邻站点之间的公交线路作为边, 使得网络既具有复杂网络的拓扑性质同时节点(站点)又具有明确的地理坐标. 对网络中节点度、点强度、强度分布、平均最短路径、聚类系数等性质的分析显示, 公交复杂网络的度和点强度分布极为不均, 网络中前5%和前10%节点的累计强度分布分别达到22.43%和43.02%; 点强度与排列序数、累积强度分布都服从幂律分布, 具有无标度和小世界的网络特点, 少数关键节点在网络中发挥着重要的连接作用. 为分析复杂网络中的关键节点, 本文通过承载压力分析和基于"掠夺" 的区域中心节点提取两种方法, 得到了公交复杂网络中两类不同表现的关键节点. 这些规律也为优化城市公交网络及交通规划发展提供了新的参考建议.     

具有双峰特性的双层超网络模型

随着社会经济的快速发展,社会成员及群体之间的关系呈现出了更复杂、更多元化的特点.超网络作为一种描述复杂多元关系的网络,已在不同领域中得到了广泛的应用.服从泊松度分布的随机网络是研究复杂网络的开创性模型之一,而在现有的超网络研究中,基于ER随机图的超网络模型尚属空白.本文首先在基于超图的超网络结构中引入ER随机图理论,提出了一种ER随机超网络模型,对超网络中的节点超度分布进行了理论分析,并通过计算机仿真了在不同超边连接概率条件下的节点超度分布情况,结果表明节点超度分布服从泊松分布,符合随机网络特征并且与理论推导相一致.进一步,为更准确有效地描述现实生活中的多层、异质关系,本文构建了节点超度分布具有双峰特性,层间采用随机方式连接,层内分别为ER-ER,BA-BA和BA-ER三种不同类型的双层超网络模型,理论分析得到了三种双层超网络节点超度分布的解析表达式,三种双层超网络在仿真实验中的节点超度分布均具有双峰特性.     

Derivation of a fundamental diagram for urban traffic flow

Despite the importance of urban traffic flows, there are only a few theoretical approaches to determine fundamental relationships between macroscopic traffic variables such as the traffic density, the utilization, the average velocity, and the travel time. In the past, empirical measurements have primarily been described by fit curves. Here, we derive expected fundamental relationships from a model of traffic flows at intersections, which suggest that the recently measured fundamental diagrams for urban flows can be systematically understood. In particular, this allows one to derive the average travel time and the average vehicle speed as a function of the utilization and/or the average number of delayed vehicles.     

Evolution of Chinese airport network

With the rapid development of the economy and the accelerated globalization process, the aviation industry plays a more and more critical role in today’s world, in both developed and developing countries. As the infrastructure of aviation industry, the airport network is one of the most important indicators of economic growth. In this paper, we investigate the evolution of the Chinese airport network (CAN) via complex network theory. It is found that although the topology of CAN has remained steady during the past few years, there are many dynamic switchings inside the network, which have changed the relative importance of airports and airlines. Moreover, we investigate the evolution of traffic flow (passengers and cargoes) on CAN. It is found that the traffic continues to grow in an exponential form and has evident seasonal fluctuations. We also found that cargo traffic and passenger traffic are positively related but the correlations are quite different for different kinds of cities.     

Friedmann Cosmology with a Generalized Equation of State and Bulk Viscosity

The universe content is considered as a non-perfect fluid with bulk viscosity and is described by a more general equation of state (endowed some deviation from the conventionally assuned cosmic perfect fluid model).We assume the bulk viscosity is a linear combination of two termsone is constant,and the other is proportional to the scalar expansion θ = 3a/a.The equation of state is described as p = (γ - 1)p p0,where p0 is a parameter.In this framework we demonstrate that this model can be used to explain the dark energy dominated universe,and different proper choices of the parameters may lead to three kinds of fates of the cosmological evolutionno future singularity,big rip,or Type-Ⅲ singularity as presented in [S.Nojiri,S.D.Odintsov,and S.Tsujikawa,Phys.Rev.D 71 (2005) 063004].     

Scaling breakdown in flow fluctuations on complex networks

We propose a model of random diffusion to investigate flow fluctuations in complex networks. We derive an analytical law showing that the dependence of fluctuations with the mean traffic in a network is ruled by the delicate interplay of three factors, respectively, of dynamical, topological and statistical nature. In particular, we demonstrate that the existence of a power-law scaling characterizing the flow fluctuations at every node in the network cannot be claimed. We show the validity of this scaling breakdown under quite general topological and dynamical situations by means of different traffic algorithms and by analyzing real data.     

A game theory model of urban public traffic networks

We have studied urban public traffic networks from the viewpoint of complex networks and game theory. Firstly, we have empirically investigated an urban public traffic network in Beijing in 2003, and obtained its statistical properties. Then a simplified game theory model is proposed for simulating the evolution of the traffic network. The basic idea is that three network manipulators, passengers, an urban public traffic company, and a government traffic management agency, play games in a network evolution process. Each manipulator tries to build the traffic lines to magnify its “benefit”. Simulation results show a good qualitative agreement with the empirical results.     

Cluster-size dependent randomization traffic flow model

In order to exhibit the meta-stable states, several slow-to-start rules have been investigated as modification to Nagel-Schreckenberg （NS） model. These models can reproduce some realistic phenomena which are absent in the original NS model. But in these models, the size of cluster is still not considered as a useful parameter. In real traffic, the slow-to-start motion of a standing vehicle often depends on the degree of congestion which can be measured by the clusters＇ size. According to this idea, we propose a cluster-size dependent slow-to-start model based on the speed- dependent slow-to-start rule （VDR） model. It gives expected results through simulations. Comparing with the VDR model, our new model has a better traffic efficiency and shows richer complex characters.[第一段]     

Simulating train movement in railway traffic using a car-following model

Based on a car-following model, in this paper, we propose a new traffic model for simulating train movement in railway traffic. In the proposed model, some realistic characteristics of train movement are considered, such as the distance headway and the safety stopping distance. Using the proposed traffic model, we analyse the space-time diagram of traffic flow, the trajectory of train movement, etc. Simulation results demonstrate that the proposed model can be successfully used for simulating the train movement. Some complex phenomena can be reproduced, such as the complex acceleration and deceleration of trains and the propagation of train delay.     

Phase transition of traffic states with on-ramp

We study the phase transition on a highway in a modified anisotropic continuum model with an on-ramp, which is recently developed by Gupta and Katiyar (J. Phys. A: Math. Nucl. Gen. 38 (2005) 4069]. To investigate whether this model can describe several distinct traffic states that are identified from real-traffic data [Kerner and Rehborn, Phys. Rev. Lett. 79 (1997) 4030; Kerner, Phys. Rev. Lett. 81 (1998) 3797], we carry out numerical simulations with an open boundary condition. The observed transition between free flow and various types of congested flow such as localized clusters, stop-and-go traffic and different kinds of synchronized traffic flow is obtained by applying a triggering pulse through an on-ramp in our simulation.We present the phase diagram for three representative values of the upstream boundary flux and for the whole range of the on-ramp flux. Several states like pinned localized cluster, triggered stop-and-go, recurring hump state, the oscillatory congested traffic and the homogeneous congested traffic are observed in phase transition from free flow to traffic-jam state. The phase diagram for our model near on-ramp is consistent with the results obtained by Lee et al. [Phys. Rev. E 59(5) (1999) 5101]. The results suggest that the modified model is able to describe all the three phases of traffic-flow theory developed by Kerner [Physica A 333 (2004) 379].