对运油效率的思考

我国正在进行西部开发,实施西气东输工程,以下对一道运输中的小题的分析,浅谈物流运输中的效率问题. 一道小题 用汽车从 A B油田A向B地运汽油,汽车在A、B间往返一次所消耗的汽油量恰好是自身的载重量.问:油田A能否为B地供油? 此题也,初视之滑稽可笑,再思之稍有味道,细察之有无穷奥妙.真相如何,让我们从简单处入手: 1.假设某人只有一辆汽车,显然没有考虑的价值.若有两辆汽车呢?一起装满后一起驶到B地再返回,毫无疑问是徒劳无益.但这时他有方案1:     

例析分段函数

<正>初中数学中,分段函数是一个重要内容,中考中也经常遇到.下面通过几例,分析常见的分段函数的题型及解法.一、由函数关系式画函数图像例1已知A、B两地相距300千米,现有一辆汽车从A地开往B地,先匀速行驶2时到达A、B两地的中点C地,停留2时后,再匀速行驶1.5时到达B地.设行驶过程中汽车     

妙用托勒密定理巧解一道应用问题

<正>问题已知三村庄A、B、C构成了如图1所示的△ABC(其中∠A、∠B、∠C均小于120°),现选取一点P打水井,使从水井P到三村庄A、B、C所铺设的输水管总长度最小,求输水管总长度的最小值.分析本题是一道关于最值的应用问题,题目给的信息量较少,不少学生无从下手解决问题,如果我们了解托勒密定理,并熟悉其应用,就给这类题型解答带来方便.托勒密定理如图2若四边形ABCD的     

关于初二几何一道习题应用的讨论

人教版三年制几何第二册第94页第7题,如图草原上两个居民点A、B在河流的同旁,一辆汽车从A出发到B途中需到河边加水,汽车在哪一点加水,可使行驶的路程最短?在图上画出这一点.     

解直角三角形应用题的思路分析

<正>1.直接求解法例1(2014年天水)根据道路管理规定,在羲皇大道秦州至麦积段上行驶的车辆,限速60千米/时.已知测速站点M距羲皇大道l(直线)的距离MN为30米(如图1所示).现有一辆汽车由秦州向麦积方向匀速行驶,测得此车从A点行驶到B点所用时间为6秒,∠AMN=60°,∠BMN=45°.     

课外练习

高一年级1.已知: 求证: (安徽舒城县阙店中学(231363) 任保平)2.在锐角△ABC中,已知:∠A<∠B<∠C.且A、B、C成等差数列,又(1)求A、B、C的大小;     

介绍列方程解应用题的一种方法——“参数过渡法”

列方程解应用题是初中数学中的一个难点,学生在遇到已知数与题中要求的未知数之间的关系不明显时,列方程感到特别困难,为突破这个难点,我教给学生一种方法叫“参数过渡法”,下面就来介绍这种方法。一、什么叫列方程的“参数过渡法”让我们先来看一个问题。例1、A、B两站每隔相同的时问相向发出一辆汽车且它们的速度相同。A、B之间有一个骑自行车的人,发觉每隔12分钟从后面追来一辆汽车;每隔4分钟迎面开来一辆汽车,问A、B两站每隔几分钟发车一辆? 分析:这是一个行程问题,一般可以应用s=vt的关系式来列方程,但题中的已知数和要求的未知数都是时间,没有路程,也没有速度,无法用代数来表示三者之问的关系,因而必须引进辅助未知数(即参数),故设每隔x     

一道2019年斯坦福大学数学竞赛题的多解及推广

<正>题目已知集合S={1,2,3,4,5,6,7,8},A,B均为集合S的子集.试问共有多少个不同的集合对(A,B),使得A是B的真子集?本题难度不大,但讨以从多个角度进行思考,进而推广到更一般的情况.解法1设集合A有k个元素(k=0,1,2,3,4,5,6,7),则集合B的个数为2~(8-k)-1.因此,满足题目条件的集合对(A,B)的个数为:     

关于“三角形内角的正切与余切关系式的一个特点”的证明

潘子奇同学的文章的最后提出了一个问题,写成数学命题即为: 1.已知:f(tgA,tgB,tgC)=0,这里A B C=π,且A、B、C的正切有意义。     

课外练习及参考答案

<正>初一年级1.若干个游客要乘坐汽车,要求每辆车坐的人数相等,如果每辆车乘坐30人,那么有1人未能上车,如果少一辆车,那么所有游客正好能平均分到各辆汽车上,已知每辆车最多可纳40人,问游客有多少人?(北京市海淀区世纪城三期时雨园11-2-8B(100097)胡怀志)2.自然数从1开始,按图所示的规律往下排,试求第2016个拐弯处的整数是多少?     

Bringing a non-linear manoeuvringobject to the optimal position in the shortest time

A different game problem with two players (cars), in which one player (car) pursues the other, is considered. The roles of theplayers are fixed, and the functional to be minimized (for player I) and maximixed (for player II) is the maximum value of a given scalar non-negative function (the performance index) of the phase vector along the trajectory of the dynamical system over a fairly long time interval. A zero value of the performance index corresponds to the situation in which the pursuer is behind the evader at a given distance from it, and the velocity vectors are codirectional and lie on the same straight line. A detailed investigation is presented of the special case in which the car being pursued is at rest, and the pursuer is moving in the plane at a velocity of constant magnitude subject to a certain constraint on its turning radius. The game ends when the car is moving in a circle of given radius, in which case its velocity vector must point toward the centre of the circle. The relations of the Pontryagin maximum principle characterizing optimal open-loop controls are written out and analysed. The main result of the paper is the synthesis of an optimal feedback control.     

Classroom note: Inattentive drivers: making the solution method the model

A simple car following model based on the solution of coupled ordinary differential equations is considered. The model is solved using Euler's method and this method of solution is itself interpreted as a mathematical model for car following. Examples of possible classroom use are given.     

Revenue Models and Policies for the Car Rental Industry

In this paper, we consider the application of revenue management techniques in the context of the car rental industry. In particular, the paper presents a dynamic programming formulation for the problem of assigning cars of several categories to different segments of customers, with rental requests arising dynamically and randomly with time. Customers make a rental request for a given type of car, for a given number of days at a given pickup time. The rental firm can satisfy the demand for a given product with either the product requested or with a car of at most one category superior to that initially required, in this case an “upgrade” can take place. The one-way rental scenario, which allows the possibility of the rental starting and ending at different locations, is also addressed. In the framework considered, the logistic operator has to decide whether to accept or reject a rental request. Since the proposed dynamic programming formulations are impractical due to the curse of dimensionality, linear programming approximations are used to derive revenue management decision policies for the operator. Indeed, primal and dual acceptance policies are developed (i.e. booking limits, bid prices) and their effectiveness is assessed on the basis of an extensive computational phase.     

Dynamic optimization of the operation of single-car elevator systems with destination hall call registration: Part I. Formulation and simulations

The purpose of this two-part study is to investigate the operation problem of single-car elevator systems with destination hall call registration. Destination hall call registration is such a system in which passengers register their destination floors at elevator halls before boarding the car, while in the ordinary systems passengers specify only the directions of their destination floors at elevator halls and register destination floors after boarding the car. In this part of the study, we formulate the operation problem as a dynamic optimization problem and demonstrate by computer simulations that dynamically optimized operation considerably improves the transportation capability compared to conventional selective collective operation. How to solve the dynamic optimization problem is given in the second part of this study.     

Shunting Minimal Rail Car Allocation

We consider the rail car management at industrial in-plant railroads. Demands for loaded or empty cars are characterized by a track, a car type, and the desired quantity. If available, we assign cars from the stock, possibly substituting types, otherwise we rent additional cars. Transportation requests are fulfilled as a short sequence of pieces of work, the so-called blocks. Their design at a minimal total transportation cost is the planning task considered in this paper. It decomposes into the rough distribution of cars among regions, and the NP-hard shunting minimal allocation of cars per region. We present mixed integer programming formulations for the two problem levels. Our computational experience from practical data encourages an installation in practice.MSC (2000): 90C11, 90C27, 90B06     

警车配置及巡逻方案研究

以警车的配置与巡逻方案为研究对象,建立了一套警车巡逻模型,并提出巡逻效果显著度及隐藏性的评价标准,分别针对警车初始位置配置与巡逻方案的制定,提出警车配置优化选址的贪婪算法与基于多Agent的警车巡逻方案设计方法,给出了不同情景下的配置及巡逻方案:①在只考虑警车选址配置的情况下,配置19辆警车可以使全市路网警车覆盖率达到92.8%;②在顾及巡逻效果显著性与隐藏性的情况下,配置25辆警车使全市路网在整个巡逻过程中平均警车覆盖率达到90.9%;③在配置10辆警车的情况下,使得全市路网在整个巡逻过程中平均警车覆盖率达到61.5%.     

Paintshop, odd cycles and necklace splitting

The following problem has been presented in [T. Epping, W. Hochstättler, P. Oertel, Complexity results on a paint shop problem, Discrete Applied Mathematics 136 (2004) 217-226] by Epping, Hochstättler and Oertel: cars have to be painted in two colors in a sequence where each car occurs twice; assign the two colors to the two occurrences of each car so as to minimize the number of color changes. More generally, the “paint shop scheduling problem” is defined with an arbitrary multiset of colors given for each car, where this multiset has the same size as the number of occurrences of the car; the mentioned article states two conjectures about the general problem and proves its NP-hardness. In a subsequent paper in [P. Bonsma, Th. Epping, W. Hochstättler, Complexity results for restricted instances of a paint shop problem for words, Discrete Applied Mathematics 154 (2006) 1335-1343], Bonsma, Epping and Hochstättler proved its APX-hardness and noticed the applicability of some classical results in special cases.We first identify the problem concerning two colors as a minimum odd circuit cover problem in particular graphs, exactly situating the problem. A resulting two-way reduction to a special minimum uncut problem leads to polynomial algorithms for subproblems, to observing APX-hardness through MAX CUT in 3-regular graphs, and to a solution with at most 3/4th of all possible remaining color changes (when all obliged color changes have been made).For the general problem concerning an arbitrary number of colors, we realize that the two aforementioned conjectures are corollaries of the celebrated “necklace splitting” theorem of Alon, Goldberg and West.     

Solving a multi periodic stochastic model of the rail–car fleet sizing by two-stage optimization formulation

We propose a formulation and solution procedure for optimizing the fleet size and freight car allocation under uncertainty demands. There are important interactions between decisions on sizing a rail–car fleet and utilizing that fleet. Consequently, the optimum use of empty rail–cars for demands response in the length of the time periods one of advantages the proposed model. The model also provides rail network information such as yard capacity, unmet demands, and number of loaded and empty rail–car at any given time and location. Consequently, the model helping managers or decision makers of any train company for planning and decision making. We propose two-stage solution procedure for solve rail–car fleet sizing problem. Numerical examples are given to illustrate the model and solution methodology.     

Trajectory stabilization of a model car via fuzzy control

This paper deals with trajectory stabilization of a computer simulated model car via fuzzy control. Stability conditions of fuzzy systems are given in accordance with the definition of stability in the sense of Lyapunov. First, we approximate a computer simulated model car, whose dynamics is nonlinear, by T-S (Takagi and Sugeno) fuzzy model. Fuzzy control rules, which guarantee stability of the control system under a condition, are derived from the approximated fuzzy model. The simulation results show that the fuzzy control rules effectively realize trajectory stabilization of the model car along a given reference trajectory from all initial positions under a condition and the dynamics of the approximated fuzzy model agrees well with that of the model car.