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大学生数学建模竞赛简介全国大学生数学建模竞赛是由教育部高教司和中国工业与应用数学学会共同主办的面向所有大学生的全国性赛事，自1992年至今已举办了27届，目前成为全国高校规模最大、在国内外最具影响力的基础性学科竞赛,近年来逐渐吸引其他国家高校学生参赛。
全国大学生数学建模竞赛创办于1992年，每年一届，目前已成为全国高校规模最大的基础性学科竞赛，也是世界上规模最大的数学建模竞赛。
2017年，来自全国34个省/市/区(包括香港、澳门和台湾)及新加坡和澳大利亚的1418所院校/校区、36375个队（本科33062队、专科3313队）、近11万名大学生报名参加本项竞赛。
截止到2017年我校第十次组队参加全国大学生数学建模竞赛，在全体师生的共同努力下，取得了良好的成绩，共获得获得国家一等奖1项，国家二等奖2项，山东省一等奖20项、山东省二等奖21项，山东省三等奖5项，成功参赛奖40余项。
现对数学建模以及我校的组织工作做如下介绍，希望同学们能有所了解，可以从选报本学期的公共选修课《数学建模》开始，积极报名参加历年的全国大学生数学建模竞赛。
一、数学建模简介全国大学生数学建模竞赛是教育部高教司和中国工业与应用数学学会共同主办、面向全国高校所有专业大学生的一项通讯竞赛，从1992年开始，每年一届。
竞赛2007年开始被列入教育部质量工程首批资助的学科竞赛之一。
1．数学建模在科技、生产领域的重要性当需要从定量的角度分析和研究一个实际问题时，人们就要在深入调查研究、了解对象信息、作出简化假设、分析内在规律等工作的基础上，用数学的符号和语言，把它表述为数学式子（称为数学模型），然后用通过计算得到的模型结果来解释实际问题，并接受实际的检验。
这个全过程就称为数学建模。
近半个多世纪以来, 随着计算机技术的迅速发展，数学的应用不仅在工程技术、自然科学等领域发挥着越来越重要的作用, 而且以空前的广度和深度向经济、金融、生物、医学、环境、地质、人口、交通等新的领域渗透，所谓数学技术已经成为当代高新技术的重要组成部分。
美赛奖项等级引言美赛（美国大学生数学建模竞赛）是一项广泛知名的国际性竞赛活动，吸引了全球很多高校的学生参与。
在美赛中表现出色并获得奖项是许多参赛学生梦寐以求的目标。
本文将介绍美赛的奖项等级，并对获得不同奖项所需要的条件进行解析。
一、奖项等级简介美赛奖项等级按照参赛队伍的成绩划分，共分为五个等级，分别是：Outstanding（特别优秀奖），Finalist（决赛奖），Meritorious （优秀奖），Honorable Mention（荣誉奖）和Successful Participant（成功参与奖）。
这些奖项等级不仅代表了参赛队伍在比赛中的成绩，还彰显了他们在数学建模领域的能力与实力。
二、特别优秀奖（Outstanding）特别优秀奖是美赛中最高级别的奖项，获得这个奖项意味着队伍在比赛中表现出色、解决了较为困难的问题，并提出了富有创新性和实际可行性的解决方案。
通常，特别优秀奖只会授予少数参赛队伍，因此获得这个奖项是非常具有荣誉感和挑战性的。
三、决赛奖（Finalist）决赛奖是美赛中第二高级别的奖项，获得这个奖项的队伍在比赛中取得了显著的成绩，提出了创新的数学模型并解决了复杂的问题。
但与特别优秀奖相比，决赛奖的数量相对较多，所以获得这个奖项的机会相对较高。
四、优秀奖（Meritorious）优秀奖是美赛中的第三个等级，获得这个奖项的队伍在比赛中展现出了较为扎实的数学建模能力。
他们所提出的解决方案可能不如决赛奖和特别优秀奖的队伍那样创新，但仍然能够解决问题并给出合理的结论。
优秀奖是一种对参赛队伍能力的认可，也是绝大多数参赛队伍争取的目标。
五、荣誉奖（Honorable Mention）荣誉奖是美赛中的第四个等级，获得这个奖项的队伍在比赛中的表现相对一般，没有达到优秀奖的水平，但仍然能够解决问题并给出一定的结论。
荣誉奖的数量相对较多，对于一些刚开始参与美赛的团队来说，获得这个奖项也算是一种鼓励和肯定。
For office use onlyT1________________ T2________________ T3________________ T4________________ Team Control Number70028Problem ChosenBFor office use onlyF1________________F2________________F3________________F4________________2017MCM/ICMSummary Sheet(Your team's summary should be included as the first page of your electronic submission.)Type a summary of your results on this page. Do not include the name of your school, advisor, or team members on this page.SummaryThe performance of highway toll plaza directly affects the capacity of the highway, so the design of road toll plaza is imperative.In this paper, we conduct performance analysis for a specific toll plaza in New Jersey, USA, including accident prevention, throughput and cost. First of all, we usegrey model to predict the future output of the toll plaza, and compared with the realdata, the average value of the residual value is 0.429. Then we can draw a conclusionthat the throughput performance of the toll plaza is secondary. Next, we use queuingtheory to get the service index of the toll plaza in the light and heavy traffic, and thecellular automaton model is used to consider the changing circumstances of servicelevel, uses regression model to establish a function relation between traffic accidentand four factors. Then, we find that the rate of change has the greatest influence onit and the pavement performance has the least influence . In terms of cost, weconsider the toll plaza land and road construction. And the cost of road constructionis divided into the labor cost and material cost.Next, according to the influence of road geometry on the traffic performance of Toll Plaza, we select the transition curve trajectory model to improve the toll plazatransition, which can also have an improvement on the size and shape of the toll plazaand merge mode.Finally, we do a series of performance studies for our improved toll plaza. First of all, the improvement in the square flow and car flow under the condition of servicelevel are determined respectively through simulation .Next, we draw a conclusion thatthe service performance of the toll plaza is not obvious in small car flow, but there is amarked increase in large flow. Then, due to the fact that the unmanned vehicle coulddeal with a variety of road conditions, it undoubtedly expands our improved optionalscheme. Eventually, we obtain the throughput of toll before and after the improvementunder the different proportion of mixed charge mode and find that the improvedthroughput in the toll plaza has been increased on the performance.contents1 Introduction: (1)1.1 Problem background: (1)1.2 Steps: (1)1.3 Our work: (1)2 Assumptions (2)3 Nomenclature (2)4 Throughput analysis of grey forecasting model (3)5 error analysis (4)6 Service level of toll station (5)7 Vehicle lane changing rules based on Cellular Automata (6)8 Security analysis based on multivariate statistical regression mode (8)8.1 Study on the rate of change of Toll Plaza (8)8.2 Study on the longitudinal slope of entrance section of Toll Plaza (9)8.3 Research on service level of toll station (10)8.4 Study on pavement performance of toll station (10)9 Safety performance evaluation model of toll station (11)10 Cost analysis model of toll station (11)11 Analysis of the influence of lane geometry parameters on its capacity (12)11.1 Determination of lane changing rate (12)11.2 Influence of geometric parameters on the flow of the car lane (14)11.3 Energy consumption analysis based on cellular automata model (15)Definition of energy consumption: (16)Numerical simulation and analysis of the results: (17)Influence of curvature radius on energy consumption (17)Influence of arc length on energy consumption (18)12 The effect of traffic flow on service performance based on improved queuing theory 1913 The influence of unmanned vehicles on the improved model of Toll Plaza .. 2114 The influence of charging method on improving model of Toll Plaza (21)15 Strengths and Weaknesses (22)15.1 Strengths: (22)15.2 Weaknesses: (22)15.3 Future Model Development: (22)Comprehensive improvement strategy of tollplaza1Introduction:1.1Problem background:Highway toll and toll plaza is to ensure traffic safety and unimpeded, however because of lack of unified design specification, toll station and its square construction exists many problems. Such as: low value because of the technical indicators to make square construction scale too small and cause the toll plaza opened only few years as the traffic bottleneck, and use the high value on the one hand, because of the technical indicators and make the toll station construction scale is too large, waste a lot of money and resources. Due to incorrect linear indicators, or too short, the gradual square square length is insufficient, square road centerline offset, etc., it is too difficult to use after the completion of the square.so establishing the toll gates and the toll plaza design norms, as soon as possible, has the very vital significance in standardizing the construction of the toll station, ensuring the smooth general characteristic of toll plaza and traffic safety, improving the charging efficiency and management level, reducing the land acquisition and controlling investment and so on .1.2Steps:·A performance analysis of any particular toll plaza design that may already be implemented through the following three factors: accident prevention, throughput and cost .·Determine if there are better solutions (shape, size, and merging pattern) than any in common use.·Consider the performance of your solution in light and heavy traffic.·Consider the situation where more autonomous (self-driving) vehicles are added and how the solution is affected by the proportions of conventional (human-staffed) tollbooths, exact-change (automated) tollbooths, and electronic toll collection booths (such as electronic toll collection via a transponder in the vehicle)1.3Our work:·Based on the available data ,we make a performance analysis of any particulartoll plaza design that may already be implemented .·According to the problem from the performance analysis ,we make out a better solutions (shape, size, and merging pattern) than any in common use.·Determine the performance of the solution in light and heavy traffic ,how the solution change as more autonomous (self-driving) vehicles are added to the traffic mix and how the solution is affected by the proportions of conventional (human-staffed) tollbooths, exact-change (automated) tollbooths, and electronic toll collection booths.2AssumptionsTo simplify the problem and make it convenient for us to simulate real-life conditions, we make the following basic assumptions.1. Each section of roads is one-way traffic2.Vehicles in the retention period of toll station can be neglected3.In any hour of the vehicle arrival rate is proportional to the length of time4.The probability of any vehicle arrival in one hour of time is not affected by the previous history .5. The vehicles arrive in line with the Poisson distribution, namely the headway is negative exponential distribution3Nomenclatureε(0)(t)the residual errorq(t)the relative errorc the variance ratioP the small error probabilityr the curvature of the bend radiusu the static friction coefficientl the gradual change ratiok the number of serving drivewayρ/k traffic intensityw mean time to stay at a toll stationd automotive braking distancef the tire and road surface friction coefficientY the number of traffic accidents in toll stations per year∆W Width of the gradualα1curve angle R 1the radius of convex curve points pdelay probability e(n,t) energy consumption of the first n vehicles from time t to t+14 Throughput analysis of grey forecasting modelFigure 4-0-1Schematic diagram of New Jersey toll plazaFirst of all, we chose a toll plaza on the New Jersey in the United States for a specific performance analysis of toll plaza, and it includes the accident prevention, throughput, and cost.In view of the throughput of the toll plaza, we choose the grey forecasting model GM(1,1) , to predict the throughput of the toll plaza. Due to the problem of uncertainty, so we take the grey prediction model to deal with it.Suppose x (0)(1),x (0)(2)…,x (0)(M )In order to overcome the irregular , we use accumulation processx (1)(t )=∑x (0)(i)M i<1 Such a relatively smooth new series approximation can be described by the following differential equation:dx (1)dt +ax (1)=μ Its an albino form discrete solution of differential equation is: x ̂(1)(i +1)=.x (1)−u a /e ;ai +u aThe type of the parameter a、u be determined by the least squares fitting method is as follows:（1）（2）（3）A ̂=0a u 1=(B T B);1B T Y N Among them the matrix is:B =[ −12,x (1)(1)+x (1)(2)-1−12,x (1)(2)+x (1)(3)-1⋯⋯−12,x (1)(m −1)+x (1)(m )-1] Y N =(x (0)(2),x (0)(3),⋯,x (0)(m ))TSo the original data fitting sequence is:x ̂(0)(1)=x (0)(1)x ̂(0)(i +1)=x (1)(i +1)−x (1)(i )Table 4-0-1 Traffic flow prediction table5 error analysisIn equation (11), and regulations, the original data of reducing value and its residual error and relative error between observed value is as follows{ε(0)(t )=x (0)(t )−x′(0)(t )q (t )=ε(0)(t )x (0)(t )×100%The following inspection of the accuracy: x(0)=1M ∑x (0)(t )M t<0 ε(0)=1M;1∑(ε(0)(t )−ε0M t<2)2Second, calculate the variance ratio c =s 2s 1and small error probability P =2|ε(0)(t )−ε(0)|<0.6745s 13（4）（5）（6） （7） （8） （9） （10） （11）Figure 5-0-2comparison chart of grey prediction modelWe use m、p、v max to represent quality of the vehicle, random delayprobability and maximum speed respectively, g represents the local acceleration of gravity, r represents curvature of the bend radius and u represents the static friction coefficient . With the road statistical analysis carried out on the real value and the error of predicted value, we obtain the following res ults:It shows that the GM(1,1)model prediction results have a better response to .reflect the actual situation.6 Service level of toll stationThe direct feeling of the driver to the traffic environment of the toll station is from the queue length of the toll lane, and the length of the queue depends on the service level of the toll station V/C. In this regard, we use the queuing theory model of multichannel Queuing service, in which the vehicle arrival time is in a Poisson distribution, which is the negative exponential distribution; Suppose m is random arrival rate ,c i is output rate,k is the number of serving driveway, ρ=m c .There is the probability of having no vehicle in the queuing theoryρ(0)=1,∑1n!k−1n=0p n :1k!ρk k k−ρ- Average number of vehicles in queueing theory:n =ρ+p n ρ(0)k!k n−k (1;ρk )2 （12）（13）queue length: q =n −ρ=p n ρ(0)k!k n−k (1;ρk )2 Average number of waiting vehicles per lanea =q kAverage waiting time in queue systems:d =n m =q m +1c Average waiting time in queue:W =q mMean tardinessDeceleration time of vehicle entering toll stationt 1=v 03.6a 1Mean time to stay at a toll stationw =E ,S -+W qVehicle acceleration time of leaving toll stationt 2=v 03.6a 2 In this equation, v 0 is the normal traffic flow (km/h); a 1 、a 2 are deceleration of the vehicle (m/s 2); W q is average queue time (s)； E ,S - is expected service time (s);7 Vehicle lane changing rules based on CellularAutomataWe apply the previous cellular automata model, which is now extended to multi Lane case. The main difference between multi lane and single lane is to consider the model of lane changing. In this paper, we take 4 lanes as an example.In reality, it may be possible to change lanes when the driver is found to be close to the exit and the front of the adjacent lane is empty. If you want to change lanes ,you should consider the vehicle behind the adjacent lane. When the distance （14）（15） （16） （17） （18） （19） （20）to the rear of the adjacent lane reaches to a certain length, you can change the road. Lane change scenarios can be shown in figure (), when the c car on the 1 Lane is blocked by the c 1 car, while the c 2 and c 3 cars on the 2 lanes are relatively large. in order to maintain the speed, c car will change to the road lane 2.Figure 7-0-3Schematic diagram of lane changingWhether or not the driver chooses the lane change is mainly decided by the d 0,d n,otℎer 、d n ,back three indicators, through the previous research, this paper thinks that the lane changing rule is:When d n,back >v maxC n ={1−C n d n <min{v n +1，v max } d n,otℎer >d n ,d n,back >v max c n Otℎer circumstancesWhen d n,back ≤v max ,C n ={1−C n d n <min{v n +1，v max } d n,otℎer >d nv max −θ(−∆x )α>1+min{d n,otℎer +1,v max }−min *V n +1，v max +c n Otℎer circumstancesAmong them, C n is the n car in the lane , C n =0 or 1,d n 、d n,otℎer andd n,back are the distance between the first n vehicle and the front vehicle, the distance from the adjacent lane and the distance from the vehicle in the adjacent lane, respectively. d safe is safety lane change model.d n,back −v max , ∆x <0, v max −θ(−∆x )α is the distance between the vehicle and the vehicle in the adjacent lane after correction by the value function, 1+min{d n,otℎer +1,v max }−min *V n +1，v max + is Limit Lane distance. The parameters α and θchange according to the psychological status of driver. If α>1, the greater α is, the more careful the driver is. If θ>1, the greater θis, the more careful the driver is. When α=1，θ=1,that ’s Lane changing model.（21） （22）In order to discuss the αandθ, we use Cellular automata simulation. In a two lane road with a length of7.5km, adopting the open boundary condition, each lane is composed of 1000cells with a length of7.5km, the maximum speed of vehicle v max=5. The random slowing down rate was 0.2.8Security analysis based on multivariate statistical regression modeAimed at the prevention of the accident, we use multiple linear regression to establish a function between the number of traffic accidents and the following four factors: toll square gradient, service level, Toll plaza entrance section of the longitudinal slope, the Pavement performance of Toll station .Figure 8-1Cause analysis of accident8.1Study on the rate of change of Toll PlazaFan in and fan out area of toll plaza are designed to make the gradual vehicles more natural smoothly in and out of the toll plaza. In order to drive vehicle easily , there has a requirement on its gentle gradient change. Otherwise the driver could produce driving deviation, which may cause improper operation and endangers safety.The relationship is as follow:（23）l=b,LAccording to the experience, the vehicles with straight into another lane deviation than at around 0.9m s⁄, drivers usually have no move feeling and uncomfortable feeling.Figure 8-1 The relationship between Accident number and Toll plaza ramp rateFigure 8-1 shows the relation curve between highway toll plaza ramp rate and traffic accident, the figure demonstrates that as the toll plaza ramp rate increases, the traffic accidents will increase, whereas the security of the toll plaza will decrease.Through the data regression analysis, we get the related models between toll plaza ramp rate and the number of traffic accidentsY =1.423e .0064xIn this equation, Y is the forecasted numbers of traffic accident corresponding to the toll plaza ramp rate , x is the toll plaza ramp rate of toll plaza.The correlation coefficient in the model R 2=0.8621, it shows that description model of correlation is higher, From the model ,we can learn that the occurrence of traffic accident frequency is proportional to the toll plaza ramp rate. Gradient length is insufficient, so it can't meet to slow down and change lanes entering the toll plaza vehicle safety requirements, resulting in the occurrence of traffic accidents .8.2 Study on the longitudinal slope of entrance section ofToll PlazaHighway toll entrance section of the longitudinal slope design without fully considering the characteristics of vehicles entering the toll plaza, a long downhill or turn downhill and so on bad road alignment, those will affect the normal operation of the pilot and make the vehicles entering the toll plaza slowdown not sufficient, longitudinal safe driving distance not enough and driving direction can't adjust to the charge lane ,which will causetraffic accidents. This will lead to serious losses. （24）Figure 8-0-4 entrance section of the longitudinal slope and accident numberThrough regression analysis, we get the relevant model between the toll plaza entrance section of longitudinal wave and traffic accidentsY =2.6254e 0.638xIn this equation, Y is the forecasted numbers of traffic accident corresponding to the toll plaza ramp rate , x is the longitudinal wave of t oll plaza’s entry section .The correlation coefficient in the model R 2=0.9219,it shows the correlation of this model is relatively high. But we can learn that toll station ‘s traffic accident and its entrance section of longitudinal wave have a positive correlation from figure model representation ,.The greater the slope, the lower charge war security.8.3 Research on service level of toll stationBased on the previous research of service performance of toll station, we take V C as the measure of service level and Cite previous results. 8.4 Study on pavement performance of toll stationAccording to the vehicle dynamics, the vehicle's braking distance can be expressed as follows:d =u 257.9(f:I) In this equation, d is automotive braking distance , u is the speed at the beginning of the automobile brake, f is the tire and road surface friction coefficient, Iis road longitudinal slope（25）9 Safety performance evaluation model of toll stationBased on the above analysis, the evaluation model of descriptive can be written as the equation form, using multiple linear regression model .Y is the number of traffic accidents in toll stations every year , x 1=1l ,x 2=V C ,x 3=i,则Y =β0+β1x 1+β2x 2+β3x 3N is sample size , Y i (i =1,2,…,N ) represent the Y value of sample i , x i 1,x i 2,…x i n (i =1,2…，N) represent the value of each variable insample I, respectively.令Y =[Y 1Y 2⋮Y n], X =[11⋮1x 11x 21⋮x n 1⋯⋯⋮⋯x 1n x 2n ⋮x n n ] β=[β0β1⋮βn ] Y =Xβ,making maximum likelihood estimate of each variable coefficient β1，β2，…βn , it can get a normal equations:X T Xβ=X T YSo you can get the following regression equationY =−4.4012−9.947511l +10.098V C +11.25i 10 Cost analysis model of toll stationWe selected the American New Jersey a toll plaza to make cost analysisFirstly, according to relevant data, we learn that New Jersey’s average price is （26） （27）（28）（29）（30）$3500 per mu,And the toll plaza which we analyzed occupies about 5 mu, therefore, the land price of the toll plaza is about $17500;Second, the road construction costs include labor and material cost, and the local construction industry ’s average monthly salary is $3000, we use it to calculate labor, this occupies the largest in the road construction costs; As for material cost, we calculate by the current prices in the United States, is about $40 per cubic meter, then according to the size of the toll plaza, it will cost about $45000.In conclusion, the cost of toll plaza spend mainly on the labor cost of highway construction, the material cost also accordingly account for part of it.11Analysis of the influence of lane geometry parameters on its capacity11.1Determination of lane changing rateAccording to the analysis of vehicle trajectory and running state of vehicle , vehicle trajectory in the middle of the gradual path is similar to vehicle lane changing trajectory, and considering the factors when the driver turns, we select the easement curve trajectory model to design the gradual change section of toll plaza. And in the middle of the two convex type curve , we join a long for L straight section , it is shown in the figure belowFigure 11-0-5Toll plaza improvementsAccording to characteristics of convex curve geometric elements, we can use the following formula to calculate the first period of convex curve of easement curve tangent length T1:T1=(R1+p1)tanα1+q1（31）2In this equation, R 1 is the radius of the first section of convex curve points , ρ1 is Within shift, q 1 is tangent increment, α1 is curve angle, and α1=2β1, β1 is easement curve angleSuppose the first and second convex curve gradient width are ∆W 1 and ∆W 2 respectively, the width of one side with the gradient is ∆W .Depending on the figure with the easement curve in orbit, there are: ∆W 1=T 1∙sin α1∆W 2=T 2∙sin α2∆W =∆W 1+∆W 2+Lsinα1∆W =0(R 1+p 1)(1−cos L S1R 1 )+q 11∙sin L S1R 1 +0(R 2+p 2)(1−cos L S2R 2)+q 21∙sin Ls2R 2 +Lsinα1 L S1 and L S2 are the length of easement curve of two convex curve respectivelyL is radial tangent of two convex curve, so α1=α2,then it Can be introduced as follows:L S1R 1 =L S2R 2 Associate (38) and (39),we can get the length of easement curve of two - Section convex curve L S1 and L S2, then the transition section longitudinal distance L y can use the following formula to calculate:L y =[(R 1+p 1)tan L S12R 1 +q 1+(R 2+p 2)tan L S22R 2 +q 2](1+cos L S1R 1 )+Lcosα1 Suppose the ramp rate of transition period is K ,then we can adopt the following equation:K =∆WL y From this equation , we can learn that the driving radius and the straight line segment L have a great influence on the length and the gradient of the gradient. The greater the radius, the longer the straight line, the longer the length of the gradient, the smaller the rate of change（32） （33） （34） （35） （36）（37）（38）11.2 I nfluence of geometric parameters on the flow of thecar laneAssuming C 0 and C 1=dC dl represent respectively bend and itsgradient , l represents the length of the curve itself , we can get C (l )=C 0+C 1lso ，the bend of the direction Angle isφ(l )=φ0+∫C(τ)l 0dτ=φ0+C 0l +12C 1l 2 The bend of the longitudinal distance x(l) and transverse distance y(l) are{x (l )=x 0+∫cosφ(τ)dτl 0y (l )=y 0+∫sinφ(τ)dτl 0 Assuming sinφ≈φ,cosφ≈1,and when x 0(l )=0,x (l )=l , then the bend of transverse distance y(x) and direction angle φ(x) can be expressed{φ(x )=φ0+C 0x +12C 1x 2y (x )=y 0+φl +12C 0x 2+16C 1l 3 Using the ideas of analytical mechanics, assuming that the longitudinal velocity along the x axis for x ′, along the y axis transverse speed for y ′ , along the z axis of horizontal pendulum angular velocity as the bits of ψ′, then from The Lagrange's equations we can get{ d dt .ðE T ðẋ/−ψðE T ðẏ=F Q 1d dt .ðE T ðẏ/+ψðE T ðẋ=F Q 2d dt .ðE T ðψ/+ẋ ðE T ðẏ−y ðE T ðẋ=F Q 3 Defining the system kinetic energy E T =12m (ẋ+ẏ)+12I z ψ2In the formula, m,I z respectively represent Vehicle quality and Rotary inertia take the derivative of (46),we can get{ d dt .ðE T ðẋ/−ψðE T ðẏ=d dt(mẋ)−ψ (mẏ)d dt .ðE T ðẏ/+ψðE T ðẋ=d dt (mẏ)−ψ (mẋ)d dt .ðE T ðψ/+ẋ ðE T ðẏ−y ðE T ðẋ=d dt (I z ψ)−x (mẏ)−y (mẋ) （39）（40）（41）（42）（43）Delimiting generalized force: {F Q 1=∑F xF Q 2=∑F y F Q 3=∑M zIn summary we can get the Vehicle longitudinal coupling model.We mainly consider the lateral situation∑F y =F yr +F xf +F xf cosδ If the vehicle driving in the bend is only disturbed by small disturbance near the equilibrium state, the front wheel angle is small enough , so cosδ≈1,sinδ≈δ ∑F y =−(C f +C r )y ẋ−(aC f −bC f )ψẋ+(F xf +C f )δ We put the formula () and formula () into ()y =−d 2ẏẋ−.ẋ+kd 3ẋ/ψ−(F xf :C f m )δ In the formula d 2=C f :C r m ,d 3=aC f ;bC rI z ,k =I z mThen, the resultant force ∑M z along the vertical direction is∑M z =aF xf sinδ+aF xf cosδ−bF yrWhen sinφ≈φ,cosφ≈1,then∑F y =−(a 2C f +b 2C r )ψẋ−(aC f −bC f )ẏẋ+a(F xf +C f )δψ=−d 4ψẋ−−d 3y ẋ+a I z (F xf :C f m )δ In the formula, d 4=(a 2C f :b 2C r )I z 11.3 E nergy consumption analysis based on cellularautomata modelConsidering the influence of different shapes on traffic performance is mainly reflected in the curve, we mainly study the influence of the curve on the whole problem. On the road segment, Lane set of sections containing only one plane curve, the curve is provided with the deceleration section of L , the road will be regarded as the length of the L 1D discrete lattice chain, each lattice point at each moment or is empty or occupied for a car.m 、p and v max represent the quality of the vehicle, the （44） （45）（46）（47） （48） （49） （50）（51）stochastic delay probability and maximum speed ,respectively, g is the local acceleration of gravity, r and u represent the static friction coefficient of curvature radius and static coefficient of friction between wheel and road, respectively. The vertical direction of the vehicle is subjected to a pair of balance forces, and the influence of tangential friction on the vehicle is mainly reflected in the change of the speed, Therefore , the centripetal force required for the safety of the vehicle is provided by the normal static friction force,v safe is maximum speed of safetyturning, then mv safe2r =μmg,⁄v safe =√μgr .In each step of t →t +1 , all vehicles are in accordance with the following rules of the evolution of the speed and location of the synchronization update :Determine the vehicle delay probability p ：When the vehicle is in the buffer section , if v >v safe,take the probability of delay p =p 1 (larger), in other cases, take p =p 2 (smaller),Acceleration process: v n (t)→min (v n (t )+1,v max );deterministic deceleration process: v n (t)→min (v n (t ),gap n (t))Stochastic deceleration process with probability p ：v n (t)→max (v n (t )−1,0) deceleration process ：When the vehicle is in the corner of the road, and the speed v (t )>v safe , in order to turn the corner ，it must be slowed down :v n (t)→min (v n (t ),v safe )location update process: x n (t )→x n (t )+v n (t)Among them, v n (t) and x n (t ) are the speed and position of the first n vehicle at time t respectively , x n:1(t ) is the position of the first n +1 vehicle at time t . gap n (t )=x n:1(t )−x n (t )−1is the spacing between the first n car and the foregoing vehicle which is close to it.Definition of energy consumptionSuppose the mass of vehicle is m , when it slows down, its kinetic energy is reduced, we define the kinetic energy reduction for energy consumption, e(n,t) represents that energy consumption of the first n vehicles from time t to t+1 .e (n,t )={m,v 2(n,,t );v 2(n,,t:1)-2v (n,t )>v (n,t +1);0,v (n,t )≤v (n,t +1)The average energy consumption per vehicle per unit time:E d =1T 1N ∑∑e(n,t) N n<1t0:T;1t<t0 N is the total number of vehicles on the driveway, t 0 is relaxation time. For（52） （53）the energy consumption of the vehicle, if it is because the speed of t moment is greater than the Vehicle-to-vehicle distance v(n,t)>gap n(t), the vehicle decelerates, thatis defined as the interaction energy, denoted by E di; If it is because of the random deceleration caused, defined as the random deceleration energy consumption, denotedby E dr;if it is because the car speed In the corner v(n,t)>v safe, there is deceleration for the sake of driving safely, defined as safe energy consumption, denoted by E ds.Then total energy consumption is:E d=E di+E dr+E ds（54）Numerical simulation and analysis of the resultsTo simplify the problem, assuming that the length of actual road is 7.5km, Divided into 1000lattices, equivalent to the actual length of each grid correspondsto 7.5m, Delay probability p1=0.8,p2=0.25,Quality unit is defined 1. Entering probability changes from 0~1.0.The state of each vehicle is represented by its own speed v, v∈,0,v max-We let v max=5cell he actual speed is135km/h.We take8×104time steps every run .Influence of curvature radius on energy consumptionThe arc length s, the friction coefficient μand the radius of curvature of r are carried out numerical simulation. parameters are as follows: s=30m,μ=0.5,r=10、50、100、200、300m.According to v max=5cell/s,the maximum speed of the vehicle v max=37.5m/s. Results show that when r=300m, the safetyspeed v safe=√μgr=38.73m/s,v safe>v max, the bottleneck of the curve disappears and the speed limit is lost. The change of the probability in_p of therandom energy consumption（E di、E dr、E ds、E d）is shown in the figure.。
数学建模美赛数学建模美赛是一项由美国数学协会（MAA）、美国数学模型联盟（AMM）、美国数学教师协会（MCTA）和美国数学教育基金会（MEF）联合举办的国际数学建模竞赛。
它自1993年以来一直是一项年度数学建模竞赛，旨在激发学生的探索精神，培养学生的创新能力，促进学生的科学素养和思维能力，以及拓展学生的数学知识。
一、数学建模美赛的竞赛范围数学建模美赛的竞赛范围包括现代数学、应用数学、计算机科学、统计学、物理学、化学、生物学、社会学、经济学、工程学和其他科学领域。
竞赛任务要求参赛者使用数学建模的方法，对实际问题进行分析和把握，并以数学模型的形式提出解决方案。
二、数学建模美赛的参赛资格数学建模美赛的参赛者必须是高中生，可以是学校里的学生，也可以是家庭里的学生，只要他们的年龄在14-18岁之间。
参赛者可以单独参赛，也可以组队参赛，但每个团队最多只能有三名参赛者。
三、数学建模美赛的奖项设置数学建模美赛的奖项设置包括金牌、银牌、铜牌和优秀奖，其中金牌由最高分的参赛者获得，银牌由次高分的参赛者获得，铜牌由第三高分的参赛者获得，优秀奖由最具创新性的参赛者获得。
四、数学建模美赛的评审标准数学建模美赛的评审标准包括：模型的准确性、模型的创新性、模型的可行性、模型的可操作性、模型的可解释性、模型的可扩展性以及模型的可维护性。
五、数学建模美赛的参赛作品数学建模美赛的参赛作品包括：参赛者的模型报告、模型的计算结果、模型的结果分析、模型的可视化图表、模型的实际应用等。
参赛者需要根据竞赛任务，按照规定的格式提交参赛作品。
六、数学建模美赛的实施效果数学建模美赛的实施效果显著，它不仅激发了学生的探索精神，培养了学生的创新能力，促进了学生的科学素养和思维能力，拓展了学生的数学知识，而且还为学生提供了一个实现自我价值的平台，让他们有机会展示自己的才华。
七、数学建模美赛的未来发展数学建模美赛的未来发展前景一片光明。
数学建模美赛不仅将继续为学生提供一个实现自我价值的平台，而且还将不断推出新的数学建模竞赛，以更好地满足学生的学习需求，促进学生的科学素养和创新能力的发展。
关于“美国大学生数学建模竞赛”的组织管理办法一、赛事背景美国大学生数学建模竞赛（MCM/ICM，以下简称美赛），是唯一的国际性数学建模竞赛，也是世界范围内最具影响力的数学建模竞赛。
美赛始于1985年，由COMAP（the Consortium for Mathematics and Its Application，美国数学及其应用联合会）主办，得到了SIAM，NSA，INFORMS 等多个组织的赞助。
MCM/ICM 着重强调研究问题、解决方案的原创性、团队合作、交流以及结果的合理性。
竞赛以三人（本科生）为一组，在四天时间内，就指定的问题完成从建立模型、求解、验证到论文撰写的全部工作。
竞赛每年都吸引大量著名高校参赛。
20XX 年MCM/ICM 有超过7700支队伍参加，遍及五大洲。
MCM/ICM 已经成为最著名的国际大学生竞赛之一。
同济大学于20XX年首次组织学生参加该项赛事。
近年来，在学校领导关心指导下，在数学系数学建模指导教师团队的努力下，我校取得了令人瞩目的成绩，这不仅提高了同济大学的国际知名度，更为学校培养具有创新精神和竞争力的优秀人才、推动数学学科教学改革做出了一定的贡献。
为了更好的组织和管理美国大学生数学建模竞赛，特制定本办法。
二、组织参赛美赛由同济大学教务处主办，数学系承办以及负责具体指导工作，设立组织工作委员会和组委会秘书处，并指导数学建模协会工作。
三、竞赛奖励和学分认定1. 奖项设置美赛奖项设置如下：●Outstanding Winner 美赛特等奖（国内称法）●Finalist 美赛特等奖提名（国内称法）●Meritorious Winner 美赛一等奖（国内称法）●Honorable Mention 美赛二等奖（国内称法）●Successful Participant 成功参赛奖（国内称法）●Unsuccessful 不成功没有奖注：Finalist奖励给进入特等奖角逐未得到特等奖的队伍；Finalist 与Outstanding Winner全球一共约20支队伍。
MCM/ICM竞赛简介享有数学建模“奥林匹克”之称的MCM/ICM竞赛是一项面向世界各国大学生的国际性赛事，包括The Mathematical Contest in Modeling(数学建模竞赛)、The Interdisciplinary Contest in Modeling(交叉学科建模竞赛)和MCM/ICM Media Contest(数学建模媒体竞赛)，由美国自然基金协会和美国数学及其应用联合会共同主办，运筹学与管理科学学会、工业与应用数学学会、数学学会等多家机构协办，目前已成为全世界最具影响力的大学生学科竞赛。
MCM(The Mathematical Contest in Modeling，数学建模竞赛)始于1985年，其宗旨是鼓励大学生通过对实际问题予以阐明、分析、建立数学模型并提出解法，来提高应用数学解决实际问题的能力和写作能力；ICM(The Interdisciplinary Contest in Modeling，交叉学科建模竞赛)始于2000年，其宗旨是发展并提升大学生运用数学方法解决交叉学科问题的能力和写作能力。
比赛每年举办一次。
竞赛形式为三名学生组成一队在四天内任选一题，完成该实际问题的数学建模的全过程，并就问题的重述、简化和假设及其合理性的论述、数学模型的建立和求解（及软件）、检验和改进、模型的优缺点及其可能的应用范围的自我评述等内容写出论文。
该项竞赛共设置四个奖项，分别为Outstanding Winner，Finalist，Meritorious Winner，Honorable Mentions。
在国内，约定俗成地将这四个奖项分别对应为特等奖、特等奖提名奖、一等奖、二等奖。
2013年吸引了来自中国、美国、加拿大、德国、印度、芬兰等15个国家和地区的6593支队伍参赛。
学习资料参赛规则【数学中国翻译】2014美国大学生数学建模竞赛（MCM/ICM）参赛规则中英文对照/thread-201325-1-1.html数学中国MCM/ICM参赛指南翻译（2014版）（任何单位转载须注明来源：）MCM:The Mathematical Contest in ModelingMCM：数学建模竞赛ICM:The InterdisciplinaryContest in ModelingICM：交叉学科建模竞赛ContestRules, Registration and Instructions比赛规则，比赛注册方式和参赛指南(All rules and instructions apply to both ICM and MCMcontests, exceptwhere otherwisenoted.)（所有MCM的说明和规则除特别说明以外都适用于ICM）To participate in a contest, each team must be sponsoredby a faculty advisor fromits institution.每个MCM的参赛队需有一名所在单位的指导教师负责。
美国（国际）大学生数学建模竞赛将于2015年2月5日-2月9日举行。
美国大学生数学建模竞赛（MCM/ICM），是唯一的国际性数学建模竞赛，也是世界范围内最具影响力的数学建模竞赛，为现今各类数学建模竞赛之鼻祖，目前我国已有清华大学、北京大学、浙江大学、上海交通大学、武汉大学等多所国内知名院校的学生参与了此项赛事的角逐。
2015年美国（国际）大学生数学建模竞赛比赛时间：美国东部时间：2015年2月5日（星期四）下午8点-2月9日下午8点（共4天）北京时间：2015年2月6日（星期五）上午9点-2月10日上午9点农历：十二月十八～十二月廿二重要说明：—COMAP是所有的规则和政策的最后仲裁者，对不遵循竞赛规则和程序的任何队伍，拥有唯一的自由裁量权，取消参赛资格或拒绝登记。
—评委、竞赛组织者、以及UMAP杂志的编辑拥有最终裁定权。
—如果参赛队伍违反竞赛规则，其指导老师一年内将不能指导其他团队，其所在参赛单位将被处以一年的察看处理。
—如果同一机构第二次被抓到违反规则的队伍，该学校将至少不被允许参加下一年度的赛事。
—以下所有时间都是美国东部时间EST（北京时间比美国东部时间早13个小时）—递交参赛论文后，意味参赛者同意以下条款：—论文提交后，出版权归COMAP，Inc所有；—COMAP可以使用，编辑，引用和出版论文，用于宣传或任何其他目的，包括在线展示，出版电子版，在UMAP杂志刊登或其他方式，并且没有任何形式的补偿；—COMAP可以在没有进一步的通知，许可，或补偿的情形下，使用这次比赛相关材料，团队成员、指导老师的名字，以及和他们的背景资料。
—递交参赛论文后，意味参赛者作出以下承诺：—论文中出现的所有的图像，数据，照片，图表，图画，如果未注明，都是由参赛者创建；如果引用其它资源，都在参考文献中列出，并在引用的具体位置标注来源。
—不论是直接，还是转述方式的文字引用，都在参考文献中列出，并在引用的具体位置标注来源；直接的文字引用使用引号标注。
