大庆市小太阳幼儿园认真开展“海峡两岸”珠算比赛活动

为了弘扬中华民族传统文化,加深海峡两岸算技交流,提高两岸幼儿学童学习珠算兴趣,大庆市财政局、大庆市珠算协会按照省珠协要求,进行了广泛的宣传,认真发动,精心组织,特委派省珠协理事贾建安老师,从三月份开始进驻小太阳幼儿园,开展迎接海峡两岸珠算比赛暨传授“珠算式心算课程”。 首先发动明确这次比赛是为了祖国统一     

反馈控制双车道跟驰模型研究

通过引入合理的换道规则，将单车道反馈控制模型扩展成双车道交通流模型.数值仿真表明，与经典的优化速度双车道模型相比，由于引入适当的反馈控制信息，车辆速度波动变小或消失，系统不会出现严重的堵塞现象.这说明该双车道反馈控制模型能有效地抑制或缓解交通流堵塞. 关键词： 跟驰模型 双车道模型 反馈控制 堵塞抑制     

固相萃取-气相色谱-串联质谱法测定大葱等蔬菜中23种邻苯二甲酸酯类化合物残留

建立了气相色谱-串联质谱联用(GC-MS/MS)同时测定蔬菜中23种邻苯二甲酸酯类化合物(塑化剂)的方法。蔬菜经乙腈提取,玻璃Florisil固相萃取柱净化,正己烷定容,Agilent DB-5MS UI超高惰性毛细管柱(30 m×0.25 mm×0.25 μm)程序升温分离,MS/MS(选择反应监测模式)分析,外标法定量。考察了大葱等复杂基质蔬菜中邻苯二甲酸酯类化合物的提取和净化方法,并对色谱和质谱条件进行了优化,提出了扣除本底的办法;通过基质加标校准曲线补偿对邻苯二甲酸酯检测的基质效应。23种邻苯二甲酸酯的线性范围除邻苯二甲酸二异壬酯(DINP)、邻苯二甲酸二异癸酯(DIDP)为0.1~5 mg/L外,其余均为0.02~1 mg/L,相关系数(r)除邻苯二甲酸二(2-甲氧基乙基)酯(DMEP)外均大于0.99。方法的检出限(S/N=3)为0.01~0.05 mg/kg,定量限(S/N=10)为0.02~0.1 mg/kg。3个加标水平下目标物的平均回收率为81.3%~104.2%,相对标准偏差(n=6)为3.2%~11.2%。该方法稳定可靠,应用串联质谱很好地消除了基质效应的干扰,灵敏度高,定性定量更为准确,适用于蔬菜中邻苯二甲酸酯类化合物的检测和确证。     

蠕变硬化材料中Ⅱ型扩展裂纹尖端场特性研究

采用弹牯塑性力学模型,对蠕变硬化材料中平面应变扩展裂纹尖端场进行了渐近分析.假设人工粘性系数与等效塑性应变率的幂次成反比,通过量级匹配表明应力和应变均具有幂奇异性,奇异性指数由粘性系数中等效塑性应变率的幂指数唯一确定.通过数值计算讨论了Ⅱ型准静态扩展裂纹尖端场的分区构造以及裂纹尖端应力和应变场的特性随各材料参数的变化规律,结果表明裂尖场由材料的粘性和塑性共同主导.当硬化系数为零时裂尖场可退化为相应的HR场.     

A new car-following model considering velocity anticipation

The full velocity difference model proposed by Jiang et al. [2001 Phys. Rev. E 64 017101] has been improved by introducing velocity anticipation. Velocity anticipation means the follower estimates the future velocity of the leader. The stability condition of the new model is obtained by using the linear stability theory. Theoretical results show that the stability region increases when we increase the anticipation time interval. The mKdV equation is derived to describe the kink--antikink soliton wave and obtain the coexisting stability line. The delay time of car motion and kinematic wave speed at jam density are obtained in this model. Numerical simulations exhibit that when we increase the anticipation time interval enough, the new model could avoid accidents under urgent braking cases. Also, the traffic jam could be suppressed by considering the anticipation velocity. All results demonstrate that this model is an improvement on the full velocity difference model.     

线性硬化材料中稳恒扩展裂纹尖端场的粘塑性解

采用弹粘塑性力学模型,对线性硬化材料中平面应变扩展裂纹尖端场进行了渐近分析．假设人工粘性系数与等效塑性应变率的幂次成反比,通过量级匹配表明应力和应变均具有幂奇异性,奇异性指数由粘性系数中等效塑性应变率的幂指数唯一确定．通过数值计算讨论了Ⅱ型动态扩展裂纹尖端场的分区构造随各材料参数的变化规律．结果表明裂尖场构造由硬化系数所控制而与粘性系数基本无关．弱硬化材料的二次塑性区可以忽略,而较强硬化材料的二次塑性区和二次弹性区对裂尖场均有重要影响．当裂纹扩展速度趋于零时,动态解趋于相应的准静态解;当硬化系数为零时便退化为HR(Hui-Riedel)解．     

Field structure at mode III dynamically propagating crack tip in elastic-viscoplastic materials

An elastic-viscoplastic mechanics model is used to investigate asymptotically the mode Ⅲ dynamically propagating crack tip field in elastic-viscoplastic materials. The stress and strain fields at the crack tip possess the same power-law singularity under a linear-hardening condition. The singularity exponent is uniquely determined by the viscosity coefficient of the material. Numerical results indicate that the motion parameter of the crack propagating speed has little effect on the zone structure at the crack tip. The hardening coefficient dominates the structure of the crack-tip field. However, the secondary plastic zone has little influence on the field. The viscosity of the material dominates the strength of stress and strain fields at the crack tip while it does have certain influence on the crack-tip field structure. The dynamic crack-tip field degenerates into the relevant quasi-static solution when the crack moving speed is zero. The corresponding perfectly-plastic solution is recovered from the linear-hardening solution when the hardening coefficient becomes zero.     

明渠六圆弧蛋形断面水面线的近似计算

根据蛋形断面的几何参数,计算了水深处于不同位置时的断面面积、湿周、水力半径;根据最小二乘法原理,拟合了相对面积21A/r、相对湿周1χ/r、相对水力半径1R/r、参数j′、Fr′2与相对水深1h/r的近似关系;在此基础上根据明渠水面线的一般计算公式给出了分段试算法和积分法两种近似计算六圆弧蛋形断面水面线的方法,其中积分法为显函数关系式。由算例结果可以看出,与分段试算法相比,积分法可以直接计算水平线,更方便;采用两种方法所得结果的最大相差程度为1.44%,精度完全满足工程设计要求。     

ANTI-PLANE FRACTURE ANALYSIS OF FUNCTIONALLY GRADIENT MATERIAL INFINITE STRIP WITH FINITE WIDTH

The special case of a crack under mode III conditions was treated, lying parallel to the edges of an infinite strip with finite width and with the shear modulus varying exponentially perpendicular to the edges. By using Fourier transforms the problem was formulated in terms of a singular integral equation. It was numerically solved by representing the unknown dislocation density by a truncated series of Chebyshev polynomials leading to a linear system of equations. The stress intensity factor (SIF) results were discussed with respect to the influences of different geometric parameters and the strength of the non-homogeneity. It was indicated that the SIF increases with the increase of the crack length and decreases with the increase of the rigidity of the material in the vicinity of crack. The SIF of narrow strip is very sensitive to the change of the non-homogeneity parameter and its variation is complicated. With the increase of the non-homogeneity parameter, the stress intensity factor may increase, decrease or keep constant, which is mainly determined by the strip width and the relative crack location. If the crack is located at the midline of the strip or if the strip is wide, the stress intensity factor is not sensitive to the material non-homogeneity parameter.     

The Stability of Multi-modal Traffic Network

There is an explicit and implicit assumption in multimodal traffic equilibrium models, that is, if the equilibrium exists, then it will also occur. The assumption is very idealized; in fact, it may be shown that the quite contrary could happen, because in multimodal traffic network, especially in mixed traffic conditions the interaction among traffic modes is asymmetric and the asymmetric interaction may result in the instability of traffic system. In this paper, to study the stability of multimodal traffic system, we respectively present the travel cost function in mixed traffic conditions and in traffic network with dedicated bus lanes. Based on a day-to-day dynamical model, we study the evolution of daily route choice of travelers in multimodal traffic network using 10000 random initial values for different cases. From the results of simulation, it can be concluded that the asymmetric interaction between the cars and buses in mixed traffic conditions can lead the traffic system to instability when traffic demand is larger. We also study the effect of travelers' perception error on the stability of multimodal traffic network. Although the larger perception error can alleviate the effect of interaction between cars and buses and improve the stability of traffic system in mixed traffic conditions, the traffic system also become instable when the traffic demand is larger than a number. For all cases simulated in this study, with the same parameters, traffic system with dedicated bus lane has better stability for traffic demand than that in mixed traffic conditions. We also find that the network with dedicated bus lane has higher portion of travelers by bus than it of mixed traffic network. So it can be concluded that building dedicated bus lane can improve the stability of traffic system and attract more travelers to choose bus reducing the traffic congestion.