多车致一人损伤交通事故之责任承担

多车致一人损伤事故情形下,应将受害人的权利救济作为考量的首要因素。部分机动车未投保交强险,认定交强险保险人和投保义务人的责任方式,应考虑交强险的功能定位;部分机动车不承担事故责任,认定交强险的责任主体,可突破事故的关联基础事实。对于超出或不属于交强险责任限额范围的部分,认定多侵权人的责任方式,应区分多人侵权类型。     

应用型本科“电机与拖动”课程教学体系的探索

从应用型本科培养人才上出发,根据“电机与拖动”在电气工程及其自动化专业的重要地位．本文从课内教学体系和课外教学体系两方面来阐述了“电机与拖动”的课程体系．使理论与实践相结合,形成了完备的教学体系．     

反卷积波束形成识别电机冷却系噪声辐射路径

为更准确地识别某电机冷却系噪声的辐射路径,基于FFT-NNLS反卷积波束形成方法对其进行试验研究。结果表明:相比于传统波束形成,FFT-NNLS反卷积波束形成能够显著提高分辨率,更准确地识别声源;224 Hz风扇叶片通过频率和400~1200 Hz频段的噪声水平较高,分别占声源计算面总噪声的17.7%和49.1%;冷却液入口是最主要的噪声辐射路径、进气口次之、出气口相对较弱。     

A finite volume method and experimental study of a stator of a piezoelectric traveling wave rotary ultrasonic motor

Piezoelectric traveling wave rotary ultrasonic motors are motors that generate torque by using the friction force between a piezoelectric composite ring (or disk-shaped stator) and a metallic ring (or disk-shaped rotor) when a traveling wave is excited in the stator. The motor speed is proportional to the amplitude of the traveling wave and, in order to obtain large amplitudes, the stator is excited at frequencies close to its resonance frequency. This paper presents a non-empirical partial differential equations model for the stator, which is discretized using the finite volume method. The fundamental frequency of the discretized model is computed and compared to the experimentally-measured operating frequency of the stator of Shinsei USR60 piezoelectric motor.     

Motorized Photomodulator: Making A Non-photoresponsive Supramolecular Gel Switchable by Light

Introducing photo-responsive molecules offers an attractive approach for remote and selective control and dynamic manipulation of material properties. However, it remains highly challenging how to use a minimal amount of photo-responsive units to optically modulate materials that are inherently inert to light irradiation. Here we show the application of a light-driven rotary molecular motor as a “motorized photo-modulator” to endow a typical H-bond-based gel system with the ability to respond to light irradiation and create a reversible sol-gel transition. The key molecular design feature is the introduction of a minimal amount (2 mol %) of molecular motors into the supramolecular network as photo-switchable non-covalent crosslinkers. Advantage is taken of the subtle interplay of the large geometry change during photo-isomerization of the molecular motor guest and the dynamic nature of a supramolecular gel host system. As a result, a tiny amount of molecular motors is enough to switch the mechanical modulus of the entire supramolecular systems. This study proves the concept of designing photo-responsive materials with minimum use of non-covalent light-absorbing units.     

Mapping of spikes, slow waves, and motor tasks in a patient with malformation of cortical development using simultaneous EEG and fMRI

We report on the simultaneous and continuous acquisition of EEG and functional MRI data in a patient with a left hemiparesis and focal epilepsy secondary to malformation of cortical development in the right hemisphere. EEG-triggered fMRI localization was previously demonstrated in this patient. In the experiments reported here, 322 spikes maximum at electrode C4 and 126 focal slow waves were identified offline. A hierarchy of models was explored in order to assess the relative contributions of each type of EEG event. Modeling the BOLD response to C4 spikes alone showed an area of activation within the large malformation, adjacent to the area of infolding cortex. However, also modeling slow-waves gave rise to a broader and stronger activation, suggesting that the generators overlap. Motor mapping of the right hand showed activation in the left sensorimotor cortex; left-hand tapping led to a more diffuse area of activation, displaced superiorly into the superior frontal gyrus, and a small area of activation within the lesion. In conclusion, continuous EEG-fMRI is useful to compare the functional mapping of epileptiform activity and eloquent cortices in individual patients.     

Design of intermodal logistics networks with hub delays

In an intermodal hub network, cost benefits can be achieved through the use of intermodal shipments and the economies of scale due to consolidation of flows at the hubs. However, due to limited resources at the logistics hubs, shipment delays may affect the service performance. In this research hub operations are modeled as a GI/G/1 queuing network and the shipments as multiple job classes with deterministic routings. By integrating the hub operation queuing model and the hub location-allocation model, the effect of limited hub resources on the design of intermodal logistics networks under service time requirements is investigated. The managerial insights gained from a study of 25-city road-rail intermodal logistics network show that the level of available hub resources significantly affects the logistics network structure in terms of number and location of hubs, total network costs, choice of single-hub and inter-hub shipments and service performance.     

Dynamics and mechanics of motor-filament systems

Motivated by the cytoskeleton of eukaryotic cells, we develop a general framework for describing the large-scale dynamics of an active filament network. In the cytoskeleton, active cross-links are formed by motor proteins that are able to induce relative motion between filaments. Starting from pair-wise interactions of filaments via such active processes, our framework is based on momentum conservation and an analysis of the momentum flux. This allows us to calculate the stresses in the filament network generated by the action of motor proteins. We derive effective theories for the filament dynamics which can be related to continuum theories of active polar gels. As an example, we discuss the stability of homogenous isotropic filament distributions in two spatial dimensions.     

Stochastic air freight hub location and flight routes planning

This paper introduced a stochastic programming model to address the air freight hub location and flight routes planning under seasonal demand variations. Most existing approaches to airline network design problems are restricted to a deterministic environment. However, the demand in the air freight market usually varies seasonally. The model is separated into two decision stages. The first stage, which is the decision not affected by randomness, determines the number and the location of hubs. The second stage, which is the decision affected by randomness, determines the flight routes to transport flows from origins to destinations based upon the hub location and realized uncertain scenario. Finally, the real data based on the air freight market in Taiwan and China is used to test the proposed model.