美国数学建模论文格式翻译
美国大学生数学建模论文及其翻译31552
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Best all time college coach Summary
In order to select the “best all time college coach” in the last century fairly, We take selecting the best male basketball coach as an example, and establish the TOPSIS sort - Comprehensive Evaluation improved model based on entropy and Analytical Hierarchy Process. The model mainly analyzed such indicators as winning rate, coaching time, the time of winning the championship, the number of races and the ability to perceive .Firstly ， Analytical Hierarchy Process and Entropy are integratively utilized to determine the index weights of the selecting indicators Secondly，Standardized matrix and parameter matrix are combined to construct the weighted standardized decision matrix. Finally, we can get the college men's basketball com
数模美国赛总结部分英文
数模美国赛总结部分英文第一篇：数模美国赛总结部分英文Conclusions1、As our team set out to come up with a strategy on what would be the most efficient way to 我们提出了一种最有效的方法去解决……2、The first aspect that we took into major consideration was…….Other important findings through research made it apparent that the standard 首先我们考虑到……，其他重要的是我们通过研究使4、We have used mathematical modeling in a……to analyze some of the factors associated with such an activity。
为了分析这类问题的一些因素，我们运用数学模型……5、This “cannon problem” has been used in many forms in many differential equations courses in the Department of Mathematical Sciences for several years.这些年这些问题已经以不同的微分方程形式运用于自然科学部门。
6、In conclusion our team is very certain that the methods we came up with in 总之，我们很确定我们提出的方法7、We already know how well our results worked for…… 我们已经知道我们结果对……8、Now that the problem areas have been defined, we offer some ways to reduce the effect of these problems.既然已经定义了结果，我们提出一些方法减少对问题的影响。
美赛数学建模A题翻译版论文
美赛数学建模A题翻译版论文The document was finally revised on 2021数学建模竞赛(MCM / ICM)汇总表基于细胞的高速公路交通模型自动机和蒙特卡罗方法总结基于元胞自动机和蒙特卡罗方法,我们建立一个模型来讨论“靠右行”规则的影响。
首先,我们打破汽车的运动过程和建立相应的子模型car-generation的流入模型,对于匀速行驶车辆，我们建立一个跟随模型,和超车模型。
然后我们设计规则来模拟车辆的运动模型。
我们进一步讨论我们的模型规则适应靠右的情况和,不受限制的情况, 和交通情况由智能控制系统的情况。
我们也设计一个道路的危险指数评价公式。
我们模拟双车道高速公路上交通(每个方向两个车道,一共四条车道),高速公路双向三车道（总共6车道)。
通过计算机和分析数据。
我们记录的平均速度,超车取代率、道路密度和危险指数和通过与不受规则限制的比较评估靠右行的性能。
我们利用不同的速度限制分析模型的敏感性和看到不同的限速的影响。
左手交通也进行了讨论。
根据我们的分析,我们提出一个新规则结合两个现有的规则(靠右的规则和无限制的规则)的智能系统来实现更好的的性能。
1介绍术语假设2模型设计的元胞自动机流入模型跟随模型超车模型超车概率超车条件危险指数两套规则CA模型靠右行无限制行驶规则3补充分析模型加速和减速概率分布的设计设计来避免碰撞4模型实现与计算机5数据分析和模型验证平均速度快车的平均速度密度超车几率危险指数6在不同速度限制下敏感性评价模型7驾驶在左边8交通智能系统智能系统的新规则模型的适应度智能系统结果9结论10优点和缺点优势弱点引用附录。
1 Introduction今天,大约65%的世界人口生活在右手交通的国家和35%在左手交通的国家交通流量。
[worldstandards。
欧盟,2013] 右手交通的国家,比如美国和中国,法规要求驾驶在靠路的右边行走。
多车道高速公路在这些国家经常使用一个规则,要求司机在最右边开车除非他们超过另一辆车,在这种情况下,他们移动到左边的车道、通过，返回到原来的车道。
美国数学建模翻译
Keywords:capacity;volume - velocity model;correlation factors;traffic flowlane occupancy influencing on traffic capacity of urban roadAnalysis of Factors Influencing on Traffic CapacityAbstractLane occupancy will change the traffic capacity of the road, have an impact on urban traffic.Build a mathematical model to quantitative analyze the influence factors such as accident location and traffic lanes occupancy on urban traffic flow.针对第一问，首先统计上下游路段通行量并换算成标准车当量，并引入实际问题修正系数，建立横截面实际通行能力动态模型，利用matlab 编程计算，绘制交通事故横断面实际通行能力变化曲线，得到事故处理中事故点处通行能力为16.8pcu/min,事故发生3min 后开始出现堵塞。
然后对小区路口车流量和车道宽度进一步分析，得到小区路口车流量与横断面通行能力不相关，以及横向干扰和车道宽度增加一个等级，通行能力分别平均下降5.6%和28%。
Question1 , the first statistics on traffic volume and the downstream segment converted into equivalent standard car, and the introduction of practical issues correction factor, the actual capacity to establish a cross-section of dynamic model, using matlab programming calculations, draw a cross traffic accident 。
美赛数学建模比赛论文模板
The Keep-Right-Except-To-Pass RuleSummaryAs for the first question, it provides a traffic rule of keep right except to pass, requiring us to verify its effectiveness. Firstly, we define one kind of traffic rule different from the rule of the keep right in order to solve the problem clearly; then, we build a Cellular automaton model and a Nasch model by collecting massive data; next, we make full use of the numerical simulation according to several influence factors of traffic flow; At last, by lots of analysis of graph we obtain, we indicate a conclusion as follow: when vehicle density is lower than 0.15, the rule of lane speed control is more effective in terms of the factor of safe in the light traffic; when vehicle density is greater than 0.15, so the rule of keep right except passing is more effective In the heavy traffic.As for the second question, it requires us to testify that whether the conclusion we obtain in the first question is the same apply to the keep left rule. First of all, we build a stochastic multi-lane traffic model; from the view of the vehicle flow stress, we propose that the probability of moving to the right is 0.7and to the left otherwise by making full use of the Bernoulli process from the view of the ping-pong effect, the conclusion is that the choice of the changing lane is random. On the whole, the fundamental reason is the formation of the driving habit, so the conclusion is effective under the rule of keep left.As for the third question, it requires us to demonstrate the effectiveness of the result advised in the first question under the intelligent vehicle control system. Firstly, taking the speed limits into consideration, we build a microscopic traffic simulator model for traffic simulation purposes. Then, we implement a METANET model for prediction state with the use of the MPC traffic controller. Afterwards, we certify that the dynamic speed control measure can improve the traffic flow .Lastly neglecting the safe factor, combining the rule of keep right with the rule of dynamical speed control is the best solution to accelerate the traffic flow overall.Key words：Cellular automaton model Bernoulli process Microscopic traffic simulator model The MPC traffic controlContentContent (2)1. Introduction (3)2. Analysis of the problem (3)3. Assumption (3)4. Symbol Definition (3)5. Models (4)5.1 Building of the Cellular automaton model (4)5.1.1 Verify the effectiveness of the keep right except to pass rule (4)5.1.2 Numerical simulation results and discussion (5)5.1.3 Conclusion (8)5.2 The solving of second question (8)5.2.1 The building of the stochastic multi-lane traffic model (9)5.2.2 Conclusion (9)5.3 Taking the an intelligent vehicle system into a account (9)5.3.1 Introduction of the Intelligent Vehicle Highway Systems (9)5.3.2 Control problem (9)5.3.3 Results and analysis (9)5.3.4 The comprehensive analysis of the result (10)6. Improvement of the model (11)6.1 strength and weakness (11)6.1.1 Strength (11)6.1.2 Weakness (11)6.2 Improvement of the model (11)7. Reference (13)1. IntroductionAs is known to all, it’s essential for us to drive automobiles, thus the driving rules is crucial important. In many countries like USA, China, drivers obey the rules which called “The Keep-Right-Except-To-Pass (that is, when driving automobiles, the rule requires drivers to drive in the right-most unless theyare passing another vehicle)”.2. Analysis of the problemFor the first question, we decide to use the Cellular automaton to build models,then analyze the performance of this rule in light and heavy traffic. Firstly,we mainly use the vehicle density to distinguish the light and heavy traffic; secondly, we consider the traffic flow and safe as the represent variable which denotes the light or heavy traffic; thirdly, we build and analyze a Cellular automaton model; finally, we judge the rule through two different driving rules,and then draw conclusions.3. AssumptionIn order to streamline our model we have made several key assumptions●The highway of double row three lanes that we study can representmulti-lane freeways.●The data that we refer to has certain representativeness and descriptive●Operation condition of the highway not be influenced by blizzard oraccidental factors●Ignore the driver's own abnormal factors, such as drunk driving andfatigue driving●The operation form of highway intelligent system that our analysis canreflect intelligent system●In the intelligent vehicle system, the result of the sampling data hashigh accuracy.4. Symbol Definitioni The number of vehiclest The time5. ModelsBy analyzing the problem, we decided to propose a solution with building a cellular automaton model.5.1 Building of the Cellular automaton modelThanks to its simple rules and convenience for computer simulation, cellular automaton model has been widely used in the study of traffic flow in recent years. Let )(t x i be the position of vehicle i at time t , )(t v i be the speed of vehicle i at time t , p be the random slowing down probability, and R be the proportion of trucks and buses, the distance between vehicle i and the front vehicle at time t is:1)()(1--=-t x t x gap i i i , if the front vehicle is a small vehicle.3)()(1--=-t x t x gap i i i , if the front vehicle is a truck or bus.5.1.1 Verify the effectiveness of the keep right except to pass ruleIn addition, according to the keep right except to pass rule, we define a new rule called: Control rules based on lane speed. The concrete explanation of the new rule as follow:There is no special passing lane under this rule. The speed of the first lane (the far left lane) is 120–100km/h (including 100 km/h)；the speed of the second lane (the middle lane) is 100–80km8/h (including80km/h)；the speed of the third lane (the far right lane) is below 80km/ h. The speeds of lanes decrease from left to right.● Lane changing rules based lane speed controlIf vehicle on the high-speed lane meets control v v <, ),1)(min()(max v t v t gap i f i +≥, safe b i gap t gap ≥)(, the vehicle will turn into the adjacent right lane, and the speed of the vehicle after lane changing remains unchanged, where control v is the minimum speed of the corresponding lane.● The application of the Nasch model evolutionLet d P be the lane changing probability (taking into account the actual situation that some drivers like driving in a certain lane, and will not takethe initiative to change lanes), )(t gap f i indicates the distance between the vehicle and the nearest front vehicle, )(t gap b i indicates the distance between the vehicle and the nearest following vehicle. In this article, we assume that the minimum safe distance gap safe of lane changing equals to the maximum speed of the following vehicle in the adjacent lanes.Lane changing rules based on keeping right except to passIn general, traffic flow going through a passing zone (Fig. 5.1.1) involves three processes: the diverging process (one traffic flow diverging into two flows), interacting process (interacting between the two flows), and merging process (the two flows merging into one) [4].Fig.5.1.1 Control plan of overtaking process(1) If vehicle on the first lane (passing lane) meets ),1)(min()(max v t v t gap i f i +≥ and safe b i gap t gap ≥)(, the vehicle will turn into the second lane, the speed of the vehicle after lane changing remains unchanged.5.1.2 Numerical simulation results and discussionIn order to facilitate the subsequent discussions, we define the space occupation rate as L N N p truck CAR ⨯⨯+=3/)3(, where CAR N indicates the number ofsmall vehicles on the driveway,truck N indicates the number of trucks and buses on the driveway, and L indicates the total length of the road. The vehicle flow volume Q is the number of vehicles passing a fixed point per unit time,T N Q T /=, where T N is the number of vehicles observed in time duration T .The average speed ∑∑⨯=T it i a v T N V 11)/1(, t i v is the speed of vehicle i at time t . Take overtaking ratio f p as the evaluation indicator of the safety of traffic flow, which is the ratio of the total number of overtaking and the number of vehicles observed. After 20,000 evolution steps, and averaging the last 2000 steps based on time, we have obtained the following experimental results. In order to eliminate the effect of randomicity, we take the systemic average of 20 samples [5].Overtaking ratio of different control rule conditionsBecause different control conditions of road will produce different overtaking ratio, so we first observe relationships among vehicle density, proportion of large vehicles and overtaking ratio under different control conditions.(a) Based on passing lane control (b) Based on speed control Fig.5.1.3Fig.5.1.3 Relationships among vehicle density, proportion of large vehicles and overtaking ratio under different control conditions.It can be seen from Fig. 5.1.3:(1) when the vehicle density is less than 0.05, the overtaking ratio will continue to rise with the increase of vehicle density; when the vehicle density is larger than 0.05, the overtaking ratio will decrease with the increase of vehicle density; when density is greater than 0.12, due to the crowding, it willbecome difficult to overtake, so the overtaking ratio is almost 0.(2) when the proportion of large vehicles is less than 0.5, the overtaking ratio will rise with the increase of large vehicles; when the proportion of large vehicles is about 0.5, the overtaking ratio will reach its peak value; when the proportion of large vehicles is larger than 0.5, the overtaking ratio will decrease with the increase of large vehicles, especially under lane-based control condition s the decline is very clear.● Concrete impact of under different control rules on overtaking ratioFig.5.1.4Fig.5.1.4 Relationships among vehicle density, proportion of large vehicles and overtaking ratio under different control conditions. (Figures in left-hand indicate the passing lane control, figures in right-hand indicate the speed control. 1f P is the overtaking ratio of small vehicles over large vehicles, 2f P is the overtaking ratio of small vehicles over small vehicles, 3f P is the overtaking ratio of large vehicles over small vehicles, 4f P is the overtaking ratio of large vehicles over large vehicles.). It can be seen from Fig. 5.1.4:(1) The overtaking ratio of small vehicles over large vehicles under passing lane control is much higher than that under speed control condition, which is because, under passing lane control condition, high-speed small vehicles have to surpass low-speed large vehicles by the passing lane, while under speed control condition, small vehicles are designed to travel on the high-speed lane, there is no low- speed vehicle in front, thus there is no need to overtake. ● Impact of different control rules on vehicle speedFig. 5.1.5 Relationships among vehicle density, proportion of large vehicles and average speed under different control conditions. (Figures in left-hand indicates passing lane control, figures in right-hand indicates speed control.a X is the average speed of all the vehicles, 1a X is the average speed of all the small vehicles, 2a X is the average speed of all the buses and trucks.).It can be seen from Fig. 5.1.5:(1) The average speed will reduce with the increase of vehicle density and proportion of large vehicles.(2) When vehicle density is less than 0.15,a X ,1a X and 2a X are almost the same under both control conditions.Effect of different control conditions on traffic flowFig.5.1.6Fig. 5.1.6 Relationships among vehicle density, proportion of large vehicles and traffic flow under different control conditions. (Figure a1 indicates passing lane control, figure a2 indicates speed control, and figure b indicates the traffic flow difference between the two conditions.It can be seen from Fig. 5.1.6：(1) When vehicle density is lower than 0.15 and the proportion of large vehicles is from 0.4 to 1, the traffic flow of the two control conditions are basically the same.(2) Except that, the traffic flow under passing lane control condition is slightly larger than that of speed control condition.5.1.3 ConclusionIn this paper, we have established three-lane model of different control conditions, studied the overtaking ratio, speed and traffic flow under different control conditions, vehicle density and proportion of large vehicles.5.2 The solving of second question5.2.1 The building of the stochastic multi-lane traffic model5.2.2 ConclusionOn one hand, from the analysis of the model, in the case the stress is positive, we also consider the jam situation while making the decision. More specifically, if a driver is in a jam situation, applying ))(,2(x P B R results with a tendency of moving to the right lane for this driver. However in reality, drivers tend to find an emptier lane in a jam situation. For this reason, we apply a Bernoulli process )7.0,2(B where the probability of moving to the right is 0.7and to the left otherwise, and the conclusion is under the rule of keep left except to pass, So, the fundamental reason is the formation of the driving habit.5.3 Taking the an intelligent vehicle system into a accountFor the third question, if vehicle transportation on the same roadway was fully under the control of an intelligent system, we make some improvements for the solution proposed by us to perfect the performance of the freeway by lots of analysis.5.3.1 Introduction of the Intelligent Vehicle Highway SystemsWe will use the microscopic traffic simulator model for traffic simulation purposes. The MPC traffic controller that is implemented in the Matlab needs a traffic model to predict the states when the speed limits are applied in Fig.5.3.1. We implement a METANET model for prediction purpose[14].5.3.2 Control problemAs a constraint, the dynamic speed limits are given a maximum and minimum allowed value. The upper bound for the speed limits is 120 km/h, and the lower bound value is 40 km/h. For the calculation of the optimal control values, all speed limits are constrained to this range. When the optimal values are found, they are rounded to a multiplicity of 10 km/h, since this is more clear for human drivers, and also technically feasible without large investments.5.3.3 Results and analysisWhen the density is high, it is more difficult to control the traffic, since the mean speed might already be below the control speed. Therefore, simulations are done using densities at which the shock wave can dissolve without using control, and at densities where the shock wave remains. For each scenario, five simulations for three different cases are done, each with a duration of one hour. The results of the simulations are reported in Table 5.1, 5.2, 5.3.●Enforced speed limits●Intelligent speed adaptationFor the ISA scenario, the desired free-flow speed is about 100% of the speed limit. The desired free-flow speed is modeled as a Gaussian distribution, with a mean value of 100% of the speed limit, and a standard deviation of 5% of the speed limit. Based on this percentage, the influence of the dynamic speed limits is expected to be good[19].5.3.4 The comprehensive analysis of the resultFrom the analysis above, we indicate that adopting the intelligent speed control system can effectively decrease the travel times under the control of an intelligent system, in other words, the measures of dynamic speed control can improve the traffic flow.Evidently, under the intelligent speed control system, the effect of the dynamic speed control measure is better than that under the lane speed control mentioned in the first problem. Because of the application of the intelligent speed control system, it can provide the optimal speed limit in time. In addition, it can guarantee the safe condition with all kinds of detection device and the sensor under the intelligent speed system.On the whole, taking all the analysis from the first problem to the end into a account, when it is in light traffic, we can neglect the factor of safe with the help of the intelligent speed control system.Thus, under the state of the light traffic, we propose a new conclusion different from that in the first problem: the rule of keep right except to pass is more effective than that of lane speed control.And when it is in the heavy traffic, for sparing no effort to improve the operation efficiency of the freeway, we combine the dynamical speed control measure with the rule of keep right except to pass, drawing a conclusion that the application of the dynamical speed control can improve the performance of the freeway.What we should highlight is that we can make some different speed limit as for different section of road or different size of vehicle with the application of the Intelligent Vehicle Highway Systems.In fact, that how the freeway traffic operate is extremely complex, thereby,with the application of the Intelligent Vehicle Highway Systems, by adjusting our solution originally, we make it still effective to freeway traffic.6. Improvement of the model6.1 strength and weakness6.1.1 Strength●it is easy for computer simulating and can be modified flexibly to consideractual traffic conditions ,moreover a large number of images make the model more visual.●The result is effectively achieved all of the goals we set initially, meantimethe conclusion is more persuasive because of we used the Bernoulli equation.●We can get more accurate result as we apply Matlab.6.1.2 Weakness●The relationship between traffic flow and safety is not comprehensivelyanalysis.●Due to there are many traffic factors, we are only studied some of the factors,thus our model need further improved.6.2 Improvement of the modelWhile we compare models under two kinds of traffic rules, thereby we come to the efficiency of driving on the right to improve traffic flow in some circumstance. Due to the rules of comparing is too less, the conclusion is inadequate. In order to improve the accuracy, We further put forward a kinds of traffic rules: speed limit on different type of cars.The possibility of happening traffic accident for some vehicles is larger, and it also brings hidden safe troubles. So we need to consider separately about different or specific vehicle types from the angle of the speed limiting in order to reduce the occurrence of traffic accidents, the highway speed limit signs is in Fig.6.1.Fig .6.1Advantages of the improving model are that it is useful to improve the running condition safety of specific type of vehicle while considering the difference of different types of vehicles. However, we found that the rules may be reduce the road traffic flow through the analysis. In the implementation it should be at the 85V speed of each model as the main reference basis. In recent years, the85V of some researchers for the typical countries from Table 6.1[ 21]:Author Country ModelOttesen and Krammes2000 AmericaLC DC L DC V C ⨯---=01.0012.057.144.10285Andueza2000Venezuela ].[308.9486.7)/894()/2795(25.9885curve horizontal L DC Ra R V T++--=].[tan 819.27)/3032(69.10085gent L R V T +-= Jessen2001America][00239.0614.0279.080.86185LSD ADT G V V P --+=][00212.0432.010.7285NLSD ADT V V P -+=Donnell2001 America22)2(8500724.040.10140.04.78T L G R V --+=22)3(85008369.048.10176.01.75T L G R V --+=22)4(8500810.069.10176.05.74T L G R V --+=22)5(8500934.008.21.83T L G V --=BucchiA.BiasuzziK. And SimoneA.2005Italy DCV 124.0164.6685-= DCE V 4.046.3366.5585--=2855.035.1119.0745.65DC E DC V ---=FitzpatrickAmericaKV 98.17507.11185-= Meanwhile, there are other vehicles driving rules such as speed limit in adverseweather conditions. This rule can improve the safety factor of the vehicle to some extent. At the same time, it limits the speed at the different levels.7. Reference[1] M. Rickert, K. Nagel, M. Schreckenberg, A. Latour, Two lane trafficsimulations using cellular automata, Physica A 231 (1996) 534–550.[20] J.T. Fokkema, Lakshmi Dhevi, Tamil Nadu Traffi c Management and Control inIntelligent Vehicle Highway Systems,18(2009).[21] Yang Li, New Variable Speed Control Approach for Freeway. (2011) 1-66。
数学建模美赛论文格式中文版Word版
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数学建模美国赛论文常用句式总结
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We give the criterion that ...我们给出了...的判别标准According to the criterion of...根据...的标准So its expression can be derived from equation (3) with small change.所以它的表达式可以由方程3做微小改动而推出。
美赛一等奖论文-中文翻译版
目录问题回顾 (3)问题分析： (4)模型假设： (6)符号定义 (7)4.1---------- (8)4.2 有热水输入的温度变化模型 (17)4.2.1模型假设与定义 (17)4.2.2 模型的建立The establishment of the model (18)4.2.3 模型求解 (19)4.3 有人存在的温度变化模型Temperature model of human presence (21)4.3.1 模型影响因素的讨论Discussion influencing factors of the model (21)4.3.2模型的建立 (25)4.3.3 Solving model (29)5.1 优化目标的确定 (29)5.2 约束条件的确定 (31)5.3模型的求解 (32)5.4 泡泡剂的影响 (35)5.5 灵敏度的分析 (35)8 non-technical explanation of the bathtub (37)Sｕmｍary人们经常在充满热水的浴缸里得到清洁和放松。
本文针对只有一个简单的热水龙头的浴缸，建立一个多目标优化模型，通过调整水龙头流量大小和流入水的温度来使整个泡澡过程浴缸内水温维持基本恒定且不会浪费太多水。
首先分析浴缸中水温度变化的具体情况。
根据能量转移的特点将浴缸中的热量损失分为两类情况:沿浴缸四壁和底面向空气中丧失的热量根据傅里叶导热定律求出；沿水面丧失的热量根据水由液态变为气态的焓变求出。
因涉及的参数过多,将系数进行回归分析的得到一个一元二次函数。
结合两类热量建立了温度关于时间的微分方程。
加入阻滞因子考虑环境温湿度升高对水温的影响,最后得到水温度随时间的变化规律(见图＊*)。
优化模型考虑保持水龙头匀速流入热水的情况。
将过程分为浴缸未加满和浴缸加满而水从排水口溢出的两种情况，根据能量守恒定律优化上述微分方程,建立一个有热源的情况下水的温度随时间变化的分段模型，（见图*＊)接下来考虑人在浴缸中对水温的影响。
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