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In various areas of science, technology, environment protection, construction, it is very important to study processes of porous materials interaction with different substances in different aggregation states. From the point of view of ecology and environmental protection it is particularly actual to investigate processes of porous materials interaction with water in liquid and gaseous phases. Since one mole of water contains 6.022140857 · 10²³ molecules of H₂O, macroscopic approaches considering the water vapor as continuum media in the framework of classical aerodynamics are mainly used to describe properties, for example properties of water vapor in the pore. In this paper we construct and use for simulation the macroscopic two-dimensional diffusion model [Bitsadze, Kalinichenko, 1980] describing the behavior of water vapor inside the isolated pore. Together with the macroscopic model it is proposed microscopic model of the behavior of water vapor inside the isolated pores. This microscopic model is built within the molecular dynamics approach [Gould et al., 2005]. In the microscopic model a description of each water molecule motion is based on Newton classical mechanics considering interactions with other molecules and pore walls. Time evolution of “water vapor – pore” system is explored. Depending on the external to the pore conditions the system evolves to various states of equilibrium, characterized by different values of the macroscopic characteristics such as temperature, density, pressure. Comparisons of results of molecular dynamic simulations with the results of calculations based on the macroscopic diffusion model and experimental data allow to conclude that the combination of macroscopic and microscopic approach could produce more adequate and more accurate description of processes of water vapor interaction with porous materials.

An isolated system, which possesses a discrete set of microscopic states, is considered. The system performs spontaneous random transitions between the microstates. Kinetic equations for the probabilities of the system staying in various microstates are formulated. A general dimensionless expression for entropy of such a system, which depends on the probability distribution, is considered. Two problems are stated: 1) to study the effect of possible unequal probabilities of different microstates, in particular, when the system is in its internal equilibrium, on the system entropy value, and 2) to study the kinetics of microstate probability distribution and entropy evolution of the system in nonequilibrium states. The kinetics for the rates of transitions between the microstates is assumed to be first-order. Two variants of the effects of possible nonequiprobability of the microstates are considered: i) the microstates form two subgroups the probabilities of which are similar within each subgroup but differ between the subgroups, and ii) the microstate probabilities vary arbitrarily around the point at which they are all equal. It is found that, under a fixed total number of microstates, the deviations of entropy from the value corresponding to the equiprobable microstate distribution are extremely small. The latter is a rigorous substantiation of the known hypothesis about the equiprobability of microstates under the thermodynamic equilibrium. On the other hand, based on several characteristic examples, it is shown that the structure of random transitions between the microstates exerts a considerable effect on the rate and mode of the establishment of the system internal equilibrium, on entropy time dependence and expression of the entropy production rate. Under definite schemes of these transitions, there are possibilities of fast and slow components in the transients and of the existence of transients in the form of damped oscillations. The condition of universality and stability of equilibrium microstate distribution is that for any pair of microstates, a sequence of transitions should exist, which provides the passage from one microstate to next, and, consequently, any microstate traps should be absent.

In this paper, we propose an adaptive traffic signal control method invariant to the configuration of the traffic signal. The proposed method uses one neural network model to control traffic signals of various configurations, differing both in the number of controlled lanes and in the used traffic light control cycle (set of phases). To describe the state space, both dynamic information about the current state of the traffic flow and static data about the configuration of a controlled intersection are used. To increase the speed of model training and reduce the required amount of data required for model convergence, it is proposed to use an “expert” who provides additional data for model training. As an expert, we propose to use an adaptive control method based on maximizing the weighted flow of vehicles through an intersection. Experimental studies of the effectiveness of the developed method were carried out in a microscopic simulation software package. The obtained results confirmed the effectiveness of the proposed method in different simulation scenarios. The possibility of using the developed method in a simulation scenario that is not used in the training process was shown. We provide a comparison of the proposed method with other baseline solutions, including the method used as an “expert”. In most scenarios, the developed method showed the best results by average travel time and average waiting time criteria. The advantage over the method used as an expert, depending on the scenario under study, ranged from 2% to 12% according to the criterion of average vehicle waiting time and from 1% to 7% according to the criterion of average travel time.

The purpose of the study is to simulate the dynamics of traffic flows on city road networks as well as to systematize the current state of affairs in this area. The introduction states that the development of intelligent transportation systems as an integral part of modern transportation technologies is coming to the fore. The core of these systems contain adequate mathematical models that allow to simulate traffic as close to reality as possible. The necessity of using supercomputers due to the large amount of calculations is also noted, therefore, the creation of special parallel algorithms is needed. The beginning of the article is devoted to the up-to-date classification of traffic flow models and characterization of each class, including their distinctive features and relevant examples with links. Further, the main focus of the article is shifted towards the development of macroscopic and microscopic models, created by the authors, and determination of the place of these models in the aforementioned classification. The macroscopic model is based on the continuum approach and uses the ideology of quasi-gasdynamic systems of equations. Its advantages are indicated in comparison with existing models of this class. The model is presented both in one-dimensional and two-dimensional versions. The both versions feature the ability to study multi-lane traffic. In the two-dimensional version it is made possible by introduction of the concept of “lateral” velocity, i. e., the speed of changing lanes. The latter version allows for carrying out calculations in the computational domain which corresponds to the actual geometry of the road. The section also presents the test results of modeling vehicle dynamics on a road fragment with the local widening and on a road fragment with traffic lights, including several variants of traffic light regimes. In the first case, the calculations allow to draw interesting conclusions about the impact of a road widening on a road capacity as a whole, and in the second case — to select the optimal regime configuration to obtain the “green wave” effect. The microscopic model is based on the cellular automata theory and the single-lane Nagel – Schreckenberg model and is generalized for the multi-lane case by the authors of the article. The model implements various behavioral strategies of drivers. Test computations for the real transport network section in Moscow city center are presented. To achieve an adequate representation of vehicles moving through the network according to road traffic regulations the authors implemented special algorithms adapted for parallel computing. Test calculations were performed on the K-100 supercomputer installed in the Centre of Collective Usage of KIAM RAS.