In this paper, asymmetric Gaussian weighting functions are introduced for the identification of linear parameter varying systems by utilizing an input-output multi-model structure. It is not required to select operati...In this paper, asymmetric Gaussian weighting functions are introduced for the identification of linear parameter varying systems by utilizing an input-output multi-model structure. It is not required to select operating points with uniform spacing and more flexibility is achieved. To verify the effectiveness of the proposed approach, several weighting functions, including linear, Gaussian and asymmetric Gaussian weighting functions, are evaluated and compared. It is demonstrated through simulations with a continuous stirred tank reactor model that the oroposed aonroach nrovides more satisfactory aonroximation.展开更多
Based on long-term monitoring data, the relationships between permafrost degradation and embankment deformation are analyzed along the Qinghai-Tibet Highway(QTH). Due to heat absorbing effect of asphalt pavement and c...Based on long-term monitoring data, the relationships between permafrost degradation and embankment deformation are analyzed along the Qinghai-Tibet Highway(QTH). Due to heat absorbing effect of asphalt pavement and climate warming,permafrost beneath asphalt pavement experienced significant warming and degradation. During the monitoring period, warming amplitude of the soil at depth of 5 m under asphalt ranged from 0.21 °C at the XD1 site to 0.5 °C at the KL1 site. And at depth of 10 m, the increase amplitude of ground temperature ranged from 0.47 °C at the NA1 site to 0.07 °C at the XD1 site. Along with ground temperature increase, permafrost table beneath asphalt pavement decline considerably. Amplitude of permafrost table decline varied from 0.53 m at the KL1 site to 3.51 m at the NA1 site, with mean amplitude of 1.65 m for 8 monitoring sites during the monitoring period. Due to permafrost warming and degradation, the embankment deformation all performed as settlement at these sites. At present, those settlements still develop quickly and are expected to continue to increase in the future. The embankment deformations can be divided into homogeneous deformation and inhomogeneous deformation. Embankment longitudinal inhomogeneous deformation causes the wave deformations and has adverse effects on driving comfort and safety, while lateral inhomogeneous deformation causes longitudinal cracks and has an adverse effect on stability. Corresponding with permafrost degradation processes,embankment settlement can be divided into four stages. For QTH, embankment settlement is mainly comprised of thawing consolidation of ice-rich permafrost and creep of warming permafrost beneath permafrost table.展开更多
基金Supported by the National Natural Science Foundation of China(21076179,61104008)National Basic Research Program of China(2012CB720500)
文摘In this paper, asymmetric Gaussian weighting functions are introduced for the identification of linear parameter varying systems by utilizing an input-output multi-model structure. It is not required to select operating points with uniform spacing and more flexibility is achieved. To verify the effectiveness of the proposed approach, several weighting functions, including linear, Gaussian and asymmetric Gaussian weighting functions, are evaluated and compared. It is demonstrated through simulations with a continuous stirred tank reactor model that the oroposed aonroach nrovides more satisfactory aonroximation.
基金Project(2012CB026106) supported by National Basic Research Program of ChinaProject(2014BAG05B01) supported by National Key Technology Support Program China+1 种基金Project(51Y351211) supported by West Light Program for Talent Cultivation of Chinese Academy of SciencesProject(2013318490010) supported by Ministry of Transport Science and Technology Major Project,China
文摘Based on long-term monitoring data, the relationships between permafrost degradation and embankment deformation are analyzed along the Qinghai-Tibet Highway(QTH). Due to heat absorbing effect of asphalt pavement and climate warming,permafrost beneath asphalt pavement experienced significant warming and degradation. During the monitoring period, warming amplitude of the soil at depth of 5 m under asphalt ranged from 0.21 °C at the XD1 site to 0.5 °C at the KL1 site. And at depth of 10 m, the increase amplitude of ground temperature ranged from 0.47 °C at the NA1 site to 0.07 °C at the XD1 site. Along with ground temperature increase, permafrost table beneath asphalt pavement decline considerably. Amplitude of permafrost table decline varied from 0.53 m at the KL1 site to 3.51 m at the NA1 site, with mean amplitude of 1.65 m for 8 monitoring sites during the monitoring period. Due to permafrost warming and degradation, the embankment deformation all performed as settlement at these sites. At present, those settlements still develop quickly and are expected to continue to increase in the future. The embankment deformations can be divided into homogeneous deformation and inhomogeneous deformation. Embankment longitudinal inhomogeneous deformation causes the wave deformations and has adverse effects on driving comfort and safety, while lateral inhomogeneous deformation causes longitudinal cracks and has an adverse effect on stability. Corresponding with permafrost degradation processes,embankment settlement can be divided into four stages. For QTH, embankment settlement is mainly comprised of thawing consolidation of ice-rich permafrost and creep of warming permafrost beneath permafrost table.
