基于机器视觉的运煤车车号识别技术研究

在铁路运煤装车过程中为了快速、准确地识别车号,提出一种基于机器视觉的运煤车车号识别技术。将连通区域提取与投影分割法结合,实现车号的粗定位、细分割,并对图像中的断裂字符进行二次分割,构建了基于BP神经网络的分类模型进行车号识别,提升了煤炭装车的效率和精度。     

基于张量分解融合RGB-D图像的物体识别

为了充分利用RGB-D图像的深度图像信息，提出了基于张量分解的物体识别方法。首先将RGB-D图像构造成一个四阶张量，然后将该四阶张量分解为一个核心张量和四个因子矩阵，再利用相应的因子矩阵将原张量进行投影，获得融合后的RGB-D数据，最后输入到卷积神经网络中进行识别。RGB-D数据集中三组相似物体的识别结果表明，利用张量分解融合RGB-D图像的物体识别准确率高于未采用张量分解的物体识别准确率，并且单一错分实例的准确率最高可提升99%。     

含齿形裂隙类岩石材料单轴压缩试验研究

为研究含齿形裂隙岩石在单轴压缩下的破坏特征及强度特性，制作了含不同裂隙倾角和起伏角的齿形裂隙类岩石材料试件，并采用岩石力学伺服试验机进行单轴压缩试验。试验结果表明：（1）试件主要产生拉伸、剪切和拉剪复合裂纹，且根据裂纹的扩展路径可划分为A型（拉伸破坏）、B型（剪切破坏）、C型（复合破坏）3种破坏模式，裂隙倾角对试件最终破坏模式影响显著；（2）当裂隙倾角较小时，试件应力—应变曲线为多峰曲线，随着裂隙倾角的增大，曲线呈单峰形式，表现为延性减弱，脆性增强，而裂隙倾角相同但起伏角不同的试件应力—应变曲线大致相同；（3）当裂隙起伏角相同时，试件当量峰值强度随裂隙倾角的增大呈先减小后增大的规律，且裂隙起伏角对试件当量峰值强度的影响小于裂隙倾角。     

Supramolecular Zn(II)-Dipicolylamine-Azobenzene-Aminocyclodextrin-ATP Complex: Design and ATP Recognition in Water

Cyclodextrins (CyDs) are water-soluble host molecules possessing a nanosized hydrophobic cavity. In the realm of molecular recognition, this cavity is used not only as a recognition site but also as a reaction medium, where a hydrophobic sensor recognizes a guest molecule. Based on the latter concept, we have designed a novel supramolecular sensing system composed of Zn(II)-dipicolylamine metal complex-based azobenzene (1-Zn) and 3A-amino-3A-deoxy-(2AS,3AS)-γ-cyclodextrin (3-NH₂-γ-CyD) for sensing adenosine-5′-triphosphate (ATP). 1-Zn showed redshifts in the UV-Vis spectra and induced circular dichroism (ICD) only when both ATP and 3-NH₂-γ-CyD were present. Calculations of equilibrium constants indicated that the amino group of 3-NH₂-γ-CyD was involved in the formation of supramolecular 1-Zn/3-NH₂-γ-CyD/ATP. The Job plot of the ICD spectral response revealed that the stoichiometry of 1-Zn/3-NH₂-γ-CyD/ATP was 2:1:1. The pH effect was examined and 1-Zn/3-NH₂-γ-CyD/ATP was most stable in the neutral condition. The NOESY spectrum suggested the localization of 1-Zn in the 3-NH₂-γ-CyD cavity. Based on the obtained results, the metal coordination interaction of 1-Zn and the electrostatic interaction of 3-NH₂-γ-CyD were found to take place for ATP recognition. The “reaction medium approach” enabled us to develop a supramolecular sensing system that undergoes multi-point interactions in water. This study is the first step in the design of a selective sensing system based on a good understanding of supramolecular structures.     

多运营商高铁隧道移动网络覆盖方案

高铁移动网络覆盖是国内三大通信运营商的一个重点,而高铁隧道内移动网络覆盖更是运营商的一大难点痛点。文章根据我国中部省份某高铁线路覆盖规划实例,采用“设备+POI+泄漏电缆”模式,即三家运营商信号源设备通过同一POI(point of interface,多系统接入平台)接入,信号输出到泄漏电缆进行隧道覆盖,隧道口场坪站安装宽频切换天线对隧道外进行延伸覆盖,通过链路预算合理布置各运营商主设备信号源,从而实现隧道到室外的无缝覆盖。最后,根据已有成熟网络覆盖解决方案,对未来5G高铁隧道移动网络覆盖方案进行了探讨。     

Facial expression recognition of intercepted video sequences based on feature point movement trend and feature block texture variation

Facial Expression Recognition (FER) is an important subject of human–computer interaction and has long been a research area of great interest. Accurate Facial Expression Sequence Interception (FESI) and discriminative expression feature extraction are two enormous challenges for the video-based FER. This paper proposes a framework of FER for the intercepted video sequences by using feature point movement trend and feature block texture variation. Firstly, the feature points are marked by Active Appearance Model (AAM) and the most representative 24 of them are selected. Secondly, facial expression sequence is intercepted from the face video by determining two key frames whose emotional intensities are minimum and maximum, respectively. Thirdly, the trend curve which represents the Euclidean distance variations between any two selected feature points is fitted, and the slopes of specific points on the trend curve are calculated. Finally, combining Slope Set which is composed by the calculated slopes with the proposed Feature Block Texture Difference (FBTD) which refers to the texture variation of facial patch, the final expressional feature are formed and inputted to One-dimensional Convolution Neural Network (1DCNN) for FER. Five experiments are conducted in this research, and three average FER rates 95.2%, 96.5%, and 97% for Beihang University (BHU) facial expression database, MMI facial expression database, and the combination of two databases, respectively, have shown the significant advantages of the proposed method over the existing ones.     

Toughness enhancement and equivalent initial fracture toughness of cementitious composite reinforced with aligned steel fibres

Based on theoretical analysis and numerical simulation, the impact of steel fibres on the stress intensity factor (SIF) at the crack tip for cementitious composite was studied. The enhanced toughness of steel fibre reinforced cementitious composite (SFRC) in resisting cracks was explained by the decrement of SIF caused by steel fibre inclusions at the crack tip of the composite. The equivalent initial fracture toughness was used to characterize the crack initiation of SFRC. A simplified method for determining the of SFRC was proposed based on a linear regression method. Fracture tests were conducted on three‐point bending notched beams with different steel fibre volume fractions and specimen sizes to study the crack initiation behaviour of aligned steel fibre reinforced cementitious composite (ASFRC). of ASFRC was calculated, and the size effect of was analysed. The results showed that slightly increased with the steel fibre volume fraction and gradually became stable. For the tested specimens, whose heights varied between 40 and 100 mm, the specimen size had little impact on the .     

基于多尺度双线性卷积神经网络的多角度下车型精细识别

针对多角度下车辆出现一定的尺度变化和形变导致很难被准确识别的问题，提出基于多尺度双线性卷积神经网络（MS-B-CNN）的车型精细识别模型。首先，对双线性卷积神经网络（B-CNN）算法进行改进，提出MS-B-CNN算法对不同卷积层的特征进行了多尺度融合，以提高特征表达能力；此外，还采用基于中心损失函数与Softmax损失函数联合学习的策略，在Softmax损失函数基础上分别对训练集每个类别在特征空间维护一个类中心，在训练过程中新增加样本时，网络会约束样本的分类中心距离，以提高多角度情况下的车型识别的能力。实验结果显示，该车型识别模型在CompCars数据集上的正确率达到了93.63%，验证了模型在多角度情况下的准确性和鲁棒性。     

重轨矫直速度对矫后残余应力的影响分析

针对矫直速度对重轨矫后残余应力的影响进行研究,利用Pro/E建立60kg·m-1重轨九辊水平矫直模型,采用ANSYS Workbench对重轨矫直过程进行有限元数值模拟,通过现场矫直规程对采用现场矫直速度以及假定矫直速度得到的重轨矫后残余应力进行分析比较,得出了在其余条件不变的情况下重轨的矫直速度在1.4~1.6m·s-1的范围内其轨底矫后纵向残余拉应力小于250MPa,且残余应力分布合理,满足矫直要求,相比于现场采用的1.2m·s-1的矫直速度其生产效率最大能够提高16.7%~33.3%。