Synthesis, reactivity ratios and characterization of hydroquinone promoted CT co-polymerization of styrene and methyl methacrylate in a room temperature ionic liquid

For the first time, charge transfer (CT) co-polymerization of styrene and methyl methacrylate, promoted by hydroquinone (HQ) at various feed compositions, has been achieved in a hydrophobic ionic liquid. The co-polymers have been characterized for thermal and molecular weight properties. The molecular weights obtained for the co-polymers made in ionic liquid were found to be slightly lower than the corresponding polymers synthesized in conventional solvent. The reactivity ratios of the co-polymers have been computed and compared with conventional CT polymerization. The reactivity ratios of Sty-MMA indicate that the co-polymerization has a tendency to alternate and to produce a higher styrene content in the co-polymers. The numerical values of the inverse of r₁ and r₂ indicate that both monomer radicals have a distinct cross propagation tendency.     

Elliptic Reconstruction and a Posteriori Error Estimates for Fully Discrete Semilinear Parabolic Optimal Control Problems

This article studies a posteriori error analysis of fully discrete finite element approximations for semilinear parabolic optimal control problems. Based on elliptic reconstruction approach introduced earlier by Makridakis and Nochetto [25], a residual based a posteriori error estimators for the state, co-state and control variables are derived. The space discretization of the state and co-state variables is done by using the piecewise linear and continuous finite elements, whereas the piecewise constant functions are employed for the control variable. The temporal discretization is based on the backward Euler method. We derive a posteriori error estimates for the state, co-state and control variables in the $L^\infty(0,T;L^2(\Omega))$-norm. Finally, a numerical experiment is performed to illustrate the performance of the derived estimators.     

Construction of Spatiotemporal-Coupling Optimal Low-Dimensional Dynamical Systems for Compressible Navier-Stokes Equations; [可压缩 Navier-Stokes 方程的时空耦合优化低维动力系统建模方法]北大核心CSCD

For the low-dimensional dynamical system model to study dynamics properties of Navier-Stokes equations, it is very important that the attraction domain of the low-dimensional model is the same as that of Navier-Stokes equations. However, to date, there is no universal approach to ensure this purpose for general problems. Herein, it is found that any low-dimensional model based on spatial bases, such as proper orthogonal decomposition bases, optimal spatial bases, and other classical spatial bases, is not predictable, i.e., the error increases with the time evolution of the flow field. With the theoretical framework for building optimal dynamical systems and the new concept of spatiotemporal-coupling spectrum expansion, the low-dimensional model for compressible Navier-Stokes equations was constructed to approximate the numerical solution to large-eddy simulation equations, and the numerical results and novel time evolution of spatiotemporal-coupling bases were given. The entire field error is typically below 10−2%, and the average error at each grid point is below 10−8%. The spatiotemporal-coupling optimal low-dimensional dynamical systems can ensure that the attraction domain of the low-dimensional model is the same as that of Navier-Stokes equations. Therefore, characteristic dynamics properties of spatiotemporal-coupling optimal low-dimensional dynamical systems are the same as those of real flow. © 2022 Editorial Office of Applied Mathematics and Mechanics. All rights reserved.     

考虑残值变化和消费者低碳偏好的生产定价与销售激励机制

在消费者低碳偏好和产品残值变化下,研究制造商的碳减排、生产及定价联合决策、以及对销售商的销售激励契约设计问题。不同于以往的研究假设残值不变,本文考虑残值依赖于清仓期库存以及碳减排问题。提出委托代理模型,求解模型并从理论上分析残值的变化和碳减排成本对双方决策和收益的影响。研究表明,残值变化率的增加只导致制造商的收益和生产量下降,不影响制造商的碳减排、定价、销售契约及零售商的决策和收益,但碳减排成本将导致制造商的收益和双方决策变量的下降。最后通过算例分析验证了结论,对供应链的运营实践有指导意义。     

A-P-S组合策略的多重绩效及其“褪色”效应分析

为了降低城市交通拥堵及空气污染程度,本文在现有研究的基础上引入罚款政策,利用系统动力学方法原理构建了机动车污染物减排管控模型。通过仿真和比较分析来探索空气污染收费(Air pollution charging fee,简称APCF)、罚款(penalty)和补贴(subsidy)政策(简称A-P-S策略)的作用效果。研究结果表明:一方面,组合策略具有多重绩效,不但能够降低污染损失(经济-环境效益)、死亡人口的生命价值(社会-经济效益)、交通拥堵程度(社会效益)和机动车污染物总量(环境效益),而且能大大改善环境生态承载力(环境效益)和机动车非法出行增长量(社会安全绩效);另一方面,政策在实施过程中也会遇到一定的局限性,如初期的滞后性,后期的“褪色”效应和“反弹”效应,因此,从长期来看,需要及时调整组合方案。最后,根据仿真结果提出了相应的政策建议,进而为城市交通和环保等相关部门提供决策参考。     

“限时服务规则”下的复线船闸多目标调度优化

针对现有船舶过闸排队规则的欠缺,基于“限时服务规则”,构建复线船闸多目标双层优化调度模型:上层模型用于获得两个闸室安全区域的船舶排布可行方案;下层模型用于获得不同船舶排布可行方案的优化闸次数。下层模型分两个阶段完成:对符合“限时服务规则”的船舶,构建以闸次最少为目标的0-1规划模型,获得此类船舶安排的闸次;对其余船舶按照“先到先服务规则”,构建以闸次最少、闸室利用率最大为目标的多目标决策模型,获得不同船舶排布可行方案应该安排的频次。以位于江苏省干线航道上的某复线船闸某日24小时内过闸船舶的数据为例,计算结果表明:采用本文优化模型获得的优化方案与“经验编排方式”相比,两座船闸各节约2个闸次,两个船闸的平均闸室利用率分别提高了3.66和4.72个百分点。     

基于储量结构变化的油田开发指标预测与优化数学模型研究

大型油田开发过程中,随着不同类型新储量的不断投入,地质储量结构发生变化,表征油田整体开发技术与经济效果的关键性指标,如产量、可采储量、采收率、储采比、开发成本与操作成本等等也随之改变,其变化规律可用一套数学模型来描述。在开发指标预测基础上,运用多属性决策方法如TOPSIS,可以实现新投产区块组合方案的优选。应用实例表明,本文方法实用、操作性强,可以为油区开发决策提供重要方法与手段。     

含有偏好的DEA-BWM评价方法研究

针对传统的DEA模型在评估过程中并未考虑决策者对相关指标权重的偏好,将最优最差方法(BWM)嵌入到传统DEA模型中,基于决策者偏好排序的判断矩阵,构建一种含有偏好的DEA-BWM评价方法。首先在保持传统DEA方法的优势基础上,构建了CCR-BWM评价模型对各DMU进行评价。同时考虑为了便于各决策单元在统一权重基础上相互比较,构建了CSW-BWM公共权重模型。另外考虑决策单元自评和互评,构建了NCE-BWM中立型交叉效率。然后采用min-max方法分别将上述三种多目标评价模型转换为单目标线性规划进行求解。最后,选择一组算例对三种模型的有效性与合理性进行验证。     

Some Estimates for $θ$-Type Calderόn–Zygmund Operators and Linear Commutators on Certain Weighted Amalgam Spaces

In this paper, we first introduce some new kinds of weighted amalgam spaces. Then we discuss the strong type and weak type estimates for a class of Calderόn–Zygmund type operators $T_θ$ in these new weighted spaces. Furthermore, the strong type estimate and endpoint estimate of linear commutators $[b, T_θ]$ formed by $b$ and $T_θ$ are established. Also we study related problems about two-weight, weak type inequalities for $T_θ$ and $[b, T_θ]$ in the weighted amalgam spaces and give some results.     

Real-time onboard wind and windshear determination,part 1: Identification

Standard wind identification techniques employed in the analysis of aircraft accidents are post-facto techniques; they are processed after the event has taken place and are based on the complete time histories of the DFDR/ATCR data along the entire trajectory. By contrast, real-time wind identification techniques are processed while the event is taking place; they are based solely on the knowledge of the preceding time histories of the DFDR/ATCR data.In this paper, a real-time wind identification technique is developed. First, a 3D-kinematic approach is employed in connection with the DFDR/ATCR data covering the time interval preceding the present time instant. The aircraft position, inertial velocity, and accelerometer bias are determined by matching the flight trajectory computed from the DFDR data with the flight trajectory available from the ATCR data. This leads to a least-square problem, which is solved analytically every seconds, with / small.With the inertial velocity and accelerometer bias known, an extrapolation process takes place so as to predict the inertial velocity profile over the subsequent -subinterval. At the end of this subinterval, the extrapolated inertial velocity and the newly identified inertial velocity are statistically reconciled and smoothed. Then, the process of identification, extrapolation, reconciliation, and smoothing is repeated. Subsequently, the wind is computed as the difference between the inertial velocity and the airspeed, which is available from the DFDR data. With the wind identified, windshear detection can take place (Ref. 1).As an example, the real-time wind identification technique is applied to Flight Delta 191, which crashed at Dallas-Fort Worth International Airport on August 2, 1985. The numerical results show that the wind obtained via real-time identification is qualitatively and quantitatively close to the wind obtained via standard identification. This being the case, it is felt that real-time wind identification can be useful in windhsear detection and guidance, above all if the shear/downdraft factor signal is replaced by the wind difference signal (Ref. 1).This paper and its companion (Ref. 1) are based on Refs. 2–4.This research was supported by the Aviation Research and Education Foundation and by Texas Advanced Technology Program, Grant No. TATP-003604020.